Dirt bikes in India have always felt like forbidden fruit—sweet, tempting, and wildly out of reach. Sky-high import duties, barely-there infrastructure, and zero government support for off-road motorsports have made sure of that. Most real enduro machines arrive as CBUs (Completely Built Units), which means they’re taxed into oblivion. And then there’s the service nightmare, lack of spares, and a niche market that’s more dream than demand.
Sure, we have the Hero Xpulse 200 4V—affordable and decently capable—but let’s be honest: it’s not a real dirt bike. That’s why KTM dropping the 390 Enduro R into the Indian market feels like a seismic shift. It’s here to carve out a new niche: the only true dual-sport under 500cc in the country.
Yes, I got to ride it. Yes, it’s a blast. But before we start cheering, let’s address the awkward, slightly underdamped elephant in the room.
The Hardware: The Same, But Different
Under the hood (or tank?), the 390 Enduro R runs KTM’s familiar 398cc liquid-cooled single-cylinder engine—the same one powering the new 390 Duke and the updated 390 Adventure. It cranks out 46PS and 39Nm of torque, running the same tune as the ADV but with a revised final drive: a 14/48 sprocket setup for punchier low-end grunt.
The bike rolls on proper 21-inch front and 18-inch rear wheels, wrapped in Mitas E07+ Enduro Trail rubber. Suspension duties are handled by 43mm WP APEX open cartridge forks up front with 200mm of travel, and a 20-step adjustable monoshock at the rear with 205mm of travel. Yes, that’sthe elephant.
You get a sharp new 4.2-inch TFT dash with two ride modes—Road and Off-road. KTM’s even thrown in a physical ABS kill-switch. There’s also the option to switch off just the front ABS from the settings menu. Fuel tank? Just 9 litres. Range? TBD. Fingers crossed.
The Design: Minimal Body, Maximum Attitude
The 390 Enduro R looks like it belongs in a KTM rally pit. Sharp, tall, lean, and mean. It borrows its subframe and airbox from the 390 Adventure but trims down the plastics, which shaves serious weight. At 170kg kerb, it’s a full 12kg lighter than the Adventure, giving it a much-improved power-to-weight ratio and real off-road cred.
The Elephant: Suspension Dreams, Slightly Deflated
Okay, here’s the tough part. The Indian version of the 390 Enduro R is notthe international-spec bike. It looks similar but comes with cutbacks where it matters most—suspension travel. The global model gets 230mm of travel front and rear. Ours? Just 200mm up front and 205mm at the rear—the same setup as the 390 Adventure.
That reduction has a cascading effect. Seat height drops from 890mm to 860mm. Ground clearance falls to 253mm (from 272mm). Some purists will call this betrayal. But let’s be real: KTM’s not in a position to gamble. The brand’s bleeding money, and selling a tall, intimidating, purist-spec dirt bike in India would be commercial suicide. Most buyers will use this as a commuter with weekend trail ambitions. So KTM built it with them in mind.
If you’re a seasoned rider hoping to finally get a Euro-spec enduro without a second mortgage—yeah, that dream just got dunked. But even in this slightly tamed form, the 390 Enduro R is still the most fun you can have off-road under 500cc in India. No question.
The Ride: Not a Poseur, a Performer
On the trails, the 390 Enduro R comes alive. This is not just an Adventure with different tyres. That weight drop, taller wheels, and revised gearing make a big difference. The bike feels light, flickable, and planted even when the trail gets sketchy.
The 253mm ground clearance (16mm more than the 390 Adventure) gives you just enough room to clear rocks and roots without drama. And the 12kg weight cut transforms the experience—especially when standing up and blasting through technical terrain. It’s approachable, confidence-inspiring, and genuinely capable.
Ergos: Slim, Tall, and Ready to Rumble
The 860mm seat height might sound scary on paper, but KTM’s narrowed the tank and bodywork so well that it’s surprisingly manageable. Even if you’re not a lanky giant, you’ll find yourself reaching the ground easier than expected. The pegs are adventure-style, but the bars are lower and more aggressive, putting you in a commanding, forward-leaned stance when you’re standing on the pegs. This bike wants you to ride it like it was meant to be ridden—fast, dirty, and standing up.
The Verdict: Compromise, But Still a Winner
So, did KTM cut corners? Yes. Is it still the most capable sub-500cc off-roader on sale in India? Also yes. The 390 Enduro R might not be the full-fat, international-spec beast we hoped for, but it’s a huge leap for Indian dirt riders. It lowers the barrier to entry, makes trail riding more accessible, and brings real off-road performance to a price point that’s (relatively) sane; ₹3.36 Lakh (ex-showroom Delhi) and ktm recently announced that they will be homologating the international spec bike in India soon as well!
It’s not perfect. But it’s fun. And in a country starved of proper dirt bikes, that’s a big win.
