I swing my leg over the 2026 KTM 1390 Super Adventure R on a crisp morning, with dew still on the bark of nearby trees and the promise of open trails ahead. Right away the bike feels imposing — not just in size, but in its confidence. The height, the stance, the build: this is designed to go far, to go rough, and to do so with both power and sophistication.

Waking Up & First Impressions

Turn the key. The LC8 V-twin comes to life with a deep, eager rumble — more refined than older big adventure bikes, with better sound insulation in parts, yet raw enough to remind you this is a serious machine. The displacement has been bumped from ~1,300 cc to 1,350 cc, and the power plant now features CAMSHIFT™ variable valve timing on the intake side. What this promises is improved rideability in the low rpm range without compromising high-rev power.

Idle is smooth, with less vibration than I’d expected given the size and V-twin layout. As I select first and set off on pavement, the throttle response is quite tractable — the lower rev behavior is manageable, no jerky surprises. Gearbox is a manual six-speed, and clutch feel is firm, with enough feedback. This isn’t a commuter cruiser; you feel the size, the weight, but it’s not overbearing in town with careful riding. 

Visually, the updates are more than cosmetic. The bodywork is new, edgier, more compact; the windshield is shorter and more offroad-focused; LED lighting is sharper. The crash bars are reworked and beefed up, likely an appreciated change for anyone intending serious offroad or long adventure travel. 

When the Road Ends & Trails Begin

Turning off pavement, climbing hills of loose gravel and over embankments, the R begins to show its true purpose. The WP XPLOR suspension at the front (48 mm split cartridge fork) and an XPLOR PDS shock at the rear both offer ~220 mm (8.6 in) of travel. That’s serious travel for a large adventure V-twin, giving enough give for big hits, roots, washouts, rough ground. The suspension seems to be tuned with offroad uses in mind — more compliance off the top, better bottoming resistance. 

Wheel setup: 21-inch front, 18-inch rear, wire-spoke rims, wrapped in Bridgestone AT 41 tires. This gives the bike real ability to roll over obstacles, better direction control in loose terrain, and some margin for error. Standing on the pegs, shifting weight forward/back, the bike feels more balanced than expected given its mass. That said, turning tight corners or very technical slow stuff still demands respect — the weight and length are felt, especially when spinning around off-camber slopes or tricky rocky ascents. 

The ground clearance is good; around 240-242 mm (≈ 9.5 in), giving buffer over bumps, rocks, uneven ground. It means you can push with confidence.

Open Road, High Speed & Transition Sections

On smoother pavement, highway connectors, serpentines: the R reveals its dual nature. Up top, it’s powerful. 173 PS at 9,500 rpm, and ~145 Nm torque at ~8,000 rpm, means overtaking is not a hesitation — the V-twin pulls hard. The variable valve timing helps smooth out the midrange, so you don’t need to thrash it constantly. On the highway, the revised aerodynamics (smaller, offroad-biased windscreen, tank spoilers, etc.) help somewhat, though windblast is felt — expectations should be tempered here: this isn’t a fully faired tourer with massive protection. 

The seat height is still tall: quoted ~ 880 mm (≈ 34.6 in), which plus the mass (~231 kg dry, ~248 kg with fuel) means things like low speed maneuvers, mounting/dismounting, especially in tight parking or in slush/mud, require attention. As speed increases, the bike settles well; the steering damper helps stability, and the frame stiffening in the new model gives better feedback and less flex feeling, especially with heavier loads or in challenging road surfaces. 

Features & Build: What’s Useful, What’s Polished

KTM didn’t skimp on tech. The new 8-inch vertical TFT display is now touchscreen-capable (inductive), with anti-fingerprint, anti-glare, anti-reflection coatings — all practical additions for offroad or harsh weather usage. Even with gloves on, controls are better than older setups.

Ergonomics have also been refined: pegs are lowered by ~8 mm and moved outward (~10 mm) for a wider, more comfortable knee angle and better feel when standing. Handlebar is wider, adjustable; clutch and brake levers likewise; cable guides improved; handguards strengthened. All those add up to better comfort and durability offroad.

Cooling improvements too: new radiator fans with “wings”, lateral air outlets to deflect hot air away from knees, improved valve seat and alloy materials for better thermal performance. If you plan long climbs or slow crawling in hot conditions, these will matter.

Brakes are top tier: twin 320 mm Brembo front discs with radial-4-piston calipers; 267 mm rear disc with Brembo 2-piston. Feel, modulation, and stopping power are very good for a bike of this class. Important given the weight and anticipated load (luggage, passengers, etc.).

Ride modes: standard are Rain, Street, Sport, Off-Road, Custom. Rally mode optional, with offroad ABS, slip adjustment, more permissive rear wheel behaviour. Also features like cornering ABS, traction control, tethered electronically. 

What Doesn’t Work / Trade-Offs to Know

Even with all those upgrades, there are trade-offs you’ll feel in real use.

• Weight and size: Even if dry weight (~231 kg) or wet (~248 kg) seems manageable on paper, when you add fuel, luggage, maybe a passenger, the mass is felt heavily offroad, or when lifting from a tip-over. Tight trails, muddy inclines, soft ground will be more demanding. 

• Seat height & ergonomics limitations: Tall seat height makes it less friendly for shorter riders, especially in low speed or when stopping. Even with the modified pegs-levers etc., reaching the ground is a challenge for many.

• Wind protection: Even though the windscreen has been made more offroad-focused (shorter), windblast, weather, bug protection will still be limited on longer highway stretches, especially in bad weather or at high speed.

• Fuel consumption / range: Big motor, big power, big ambitions. Fuel use will be high, especially offroad or in mixed riding with high revs. The 23-litre tank is decent, but with load and terrain, real range may be less than expected. Also planning fuel stops in remote areas will be necessary. 

• Complexity & maintenance: Advanced tech (variable valve timing, CAMSHIFT, electronics, high-spec suspension) is great, but introduces more maintenance, more potential points of failure, more cost for parts. Offroad use will accelerate wear of things like wheel spokes, suspension seals, etc.

• Cost & usability in remote areas: Spare parts, service for such a premium machine may be expensive and less available in remote regions. For riders far from KTM dealers, breakdown support, repair cost, etc., are considerations.

Overall Impressions

After riding it in my mind through varied terrain — twisty roads, highway stints, gravel tracks, muddy climbs — the 2026 KTM 1390 Super Adventure R emerges as a jewel in the “serious adventure” category. It does more than just check boxes: the CAMSHIFT engine gives improved flexibility, the updated suspension and frame stiffer parts give better confidence offroad, and the ergonomics + tech are meaningful upgrades, not just flashy.

For riders who want a bike that can handle multi-day adventure, rough terrain, long stints on mixed surfaces, this feels very compelling. It won’t be the easiest bike to maneuver in tight, technical single-track or deep mud sapping, but for what KTM aimed at — a V-twin adventurer with serious capability — they’ve delivered.

In comparison to older models (e.g. 1290 Super Adventure R), the 2026 model brings enough improvements (power, electronics, suspension, ergonomics, chassis stiffness) to justify the upgrade for many. If I were choosing for myself, I’d accept the trade-offs (weight, cost, service) in exchange for the kind of capability, confidence, and range this machine offers.