KTM 390 ADV as the highest configuration of the entry-level imported ADV model on the market, in the just landed in the Chinese market when a big oolong, many people think that the introduction of the domestic version is no different from overseas, but finally found that it is a low suspension version, the official also updated the information for the first time, sitting on the fact that the low suspension version. A large proportion of consumers have an innate fear of the seat height of motorcycles, so the KTM 390 ADV was first seen as a low suspension version. But for ADVs, especially the KTM ADV series, the hardcore field is where its core lies, and the low suspension greatly limits off-road performance, which is beyond doubt. The good news is that the Standard Suspension Edition is finally here, and this time we were the first to experience the original KTM 390 ADV.
The appearance is difficult to distinguish between suspension differences
The difference between the two versions of the model is mainly reflected in the suspension, if only from the appearance, there is no difference between the two cars. However, as the first entry-level ADV in the KTM series, its design still follows the style of the KTM 790 ADV, and is not simply adjusted from the 390 DUKE.
Although it is called "entry-level", from the design point of view, it still carries the KTM ADV series for off-road riding optimization design, improved riding triangle, larger and more gentle fuel tank design, and even exhaust system, etc., all of which have been targeted. And from the perspective of body parameters, the long wheelbase of 1430mm can greatly improve the stability of long-distance riding; the dry weight of 158kg reflects the pursuit of extreme lightweight of KTM models.
The iconic Kendo face headlights are almost identical to the Big Brother 790 ADV, and the front-facing headlights design does not in any way prevent the driver from observing the road conditions under the front of the car while riding off-road.
The 14.5L fuel tank capacity is slightly improved compared to the 390 DUKE, and even if your driving style is aggressive, it can easily meet the endurance of more than 200km. And from the perspective of fuel tank design, although it cannot adopt the same design as the 790 ADV, it is still as gentle as possible to transition with the saddle connection part in the shape, so that the driver can more easily transfer the center of gravity when standing and riding.
The test drive we got this time has been replaced by the KTM original off-road saddle, which is an optional accessory that can add 18mm to the 855mm seat height, and the 873mm seat height can meet the advanced needs of some hardcore knights, and in addition to the increase in seat height, this set of saddles is an integrated design, there is no front and back bulge transition, but also increase the particle anti-slip, it seems that everything is set up for off-road.
The aluminum alloy skid plate is also an official KTM optional accessory, its role needless to say, can fully protect the engine bottom shell from scratches by hard objects, and the perforated skeleton design on the guard plate is also taking into account the need for lightweight.
The front 19-inch, rear 17-inch wheel combination is standard for most ADV models, and the 390 ADV is no exception, but some small regrets are that there is only one kind of aluminum alloy rim in any version at present, and the wire spokes we are looking forward to have not appeared. The good news is that the 390 ADV is equipped with two Anakie Adventure multi-purpose tires provided by Michelin, and the turtle back pattern has a certain non-paved road driving ability, as long as you do not have a strong off-road demand, this tire can help you cope with more than 80% of the unpaved road.
The Scorpion exhaust is also one of the modifications for this test drive, which combines the three elements of lightweight, sound and power.
The engine guard bar is also one of the optional accessories, the guard bar is fixed from the frame and engine bracket, and extends outward in a small way, which can fully protect the engine and body trim.
The high-strength aluminum alloy trailing handles are widened and heightened to give the driver more comfort on long rides and a little more control over the vehicle when standing up for off-road riding.
5-inch full-color TFT meter has a high resolution, but also has to switch the low contrast background function according to the ambient light, of course, the most important point is that this instrument background does not have too much modification, almost all the driving information you want to get can be intuitively seen, the operation logic of the interface is relatively simple, with 2 or 3 times can be easily started.
The left handlebar is still the familiar four-way button, simple and easy to operate, even if you wear gloves, there will be no misoperation; the handlebar button adopts a white backlit design, which is a blessing for night riders.
Long suspension is the last word
Next, let's talk about the 390 ADV's more critical electronic control configuration; for this 50,000-level entry-level ADV, there is no need to demand that it has a complete riding mode, ABS (cornering ABS) + MTC (traction control system) is enough to solve most of the problems; the 390 ADV has a professional off-road ABS system, which can allow the rear wheel to freeze and slide. At the same time, the MTC can also be turned off directly, allowing you to perform the necessary power tail flicking action when you are off-road. Quick shift is an option for the 390 ADV, and the actual operating logic used is not as smooth as on the 790 ADV, and if the budget is limited, it is not necessary to install it.
In terms of powertrain, it is still equipped with the familiar 373.2 cc single-cylinder water-cooled engine, which has a maximum power of 32kW (44 hp) / 9000rpm, a maximum torque of 37Nm, and a 46mm large-diameter EFI system with Bosch, the power output is extremely smooth. Of course, the PASC sliding clutch is not absent, and it is not an exaggeration to say that it is a good helper for riding.
The most critical suspension part is finally here, this set of original WP APEX suspension has a long stroke setting of front 170mm/rear 177mm, while the front also has a damping adjustment function, 43mm inverted fork is not common in this level, WP's production level for off-road suspension is also obvious to all, this time 390 ADV finally achieved impeccable data on paper.
For an additional $3,000 you'll experience a significant increase in off-road capabilities, and you'll also get a complete and adjustable WP APEX suspension (790 ADV with oh~).
The brake system is also a combination of a large 320mm diameter disc and BYBRE four-piston calipers in the opposite direction, which is sufficient for a single disc and can reduce the under-spring mass, which does not need to be tangled.
After changing to a raised seat cushion, the 873mm seat height is still not stressful for the experiencer who is 187cm tall, and the narrowing of the seat cushion is more obvious, so that your feet can better land on the ground. After achieving high suspension, the 390 ADV's riding triangle was not affected, but it can be seen that it is more imposing, and even has the feeling of driving a large ADV.
I never thought that the engine of the 390 DUKE can have such a strong adaptability, its performance on the 390 ADV is unquestionable, although it is still a high speed setting, but the low twist of the single cylinder is also fast, a few sharp accelerations can feel the continuous emergence of power, when the speed climbs above 6000 rpm, you can get the acceleration pleasure of the street car.
The lightweight of the 390 ADV is good enough, so on the general highway, this flexible driving experience can also enhance the driver's sense of pleasure, and does not make you feel that your crotch is a bulky ADV model, although the wheelbase, suspension, and wheelset have changed compared to the 390 DUKE, but this still cannot affect its handling, and even if you buy it and only run road commuting, it is completely OK.
The next step is to return to the focus of this test drive - non-paved riding. As a model with a pure KTM ADV pedigree, the 390 ADV standard suspension version really has connotations, fully ADV set riding triangle, so that you can easily control the balance of the body when standing, while being able to control it according to your own will, of course, the premise is to switch to off-road ABS and turn off MTC.
After the electronic control system is released in place, the vehicle will still be in a range of easy to control, which is largely due to the improvement of lightweighting, car light is a very important indicator for off-road driving, in the off-road this uncertain factor too much environment, car light can let you save the vehicle from the edge of loss of control, but also to maximize the vehicle travel route. In addition, smooth power output will not make you feel a power fault when constantly adjusting the throttle opening, and almost every throttle opening and closing is the power response you want.
The lifting of the suspension allows the driver to have more available travel to deal with road emergencies, which is not available in low suspension, and the short spring of low suspension is bound to make the suspension more "tight", and it is easier to rebound too fast when some tails are overdone, and the driver is thrown forward.
The increase in the available stroke, another aspect is to make the take-off and landing of the vehicle more stable, the bottoming caused by the shock absorption stroke is definitely a risk factor in the off-road, too fast rebound or low damping can easily lead to the vehicle out of control, so the advantages of adjustable shock absorption are reflected. Of course, as an entry-level model, the 170mm+ stroke is only enough to use the threshold, but for some advanced operations, this standard suspension has been able to handle quite well.
On the other hand, the suspension improvement also brings the rise of ground clearance, to know that the ground clearance of the low suspension version of the model is only 160mm, even smaller than the 390 DUKE, if the driver's weight plus sacrifice part of the trip, the teeth on the road may be underpinned. Standard suspension does not have this situation, the real 200mm ground clearance, the specific effect can be understood by looking at the picture.
Summary: Suspension is one of the important indicators to evaluate whether an ADV is qualified, and the KTM 390 ADV standard suspension definitely exceeds the qualified standard, and while having a long-travel suspension, it can also have a lightweight body that is loved by everyone. Even if we can't compare it with the 790 ADV R, the introductory or advanced 390 ADV is a good choice, and from the same price point lateral comparison, can meet several major elements at the same time, I am afraid that it is the only model. Don't take the seat height as a problem that bothers you in choosing a car, pure and authentic can make you feel the true charm of ADV.