On paper, launching a 547-lb street-legal motorcycle like this seems like a bad idea. It’s not. (Photos by Simon Cudby) A few months back I traveled to Tenerife, Spain, to test the street-focused 2027 KTM 1390 Super Adventure S Evo with the new Automated Manual Transmission. While I was very impressed with the platform, I’ve always fancied myself more of an off-road guy who cut his teeth on traditional clutch systems. So I was stoked to get an opportunity to test the 2026 KTM 1390 Super Adventure R around Joshua Tree National Park in California and really explore what it could do. Adventure awaits…. We kicked things off at KTM headquarters in Murrieta, where long-time professional off-road racer and current R&D specialist Quinn Cody went over the technical details. I had to smile. Cody won nearly every major off-road race in North America and finished 9th in the 2011 Dakar Rally as a rookie, and he spent several years developing and testing the 1390 Super Adventure R. The 1390 wasn’t built by the marketing department; it was built by hardcore guys like Cody. The new 1390 Super Adventure R is the answer to any question you have about adventure riding. When we walked out to the bikes, I immediately noticed that the spoked wheels (21-inch front, 18-inch rear) were shod with Dunlop Trailmax Raids, designated as 60% off-road riding and 40% on-road, which means KTM anticipates its customers are going to use this motorcycle for more than power blasts to Starbucks. Then I noticed that the hand-adjustable windscreen on the R was lower than the one on the S Evo. The R also sits taller due to its longer WP XPLOR suspension (9.4 inches of travel front and rear vs. 8.7 inches on the S Evo). Seeing the crash guards, skid plate, and rally stance up close, I could tell that my 1390 Super Adventure R was ready for off-road nirvana. So I changed into moto gear, slid my goggles over my eyes, and…idled down the freeway with morning commuters for about an hour with a gaggle of journos and KTM staff in tow. The 8-inch vertical TFT display is simple to read, touchscreen capable, and offers infinite adjustability. Okay, the off-road excitement would have to wait until we got to the desert. During our freeway tour, I explored the wide range of settings accessible from the 8-inch touchscreen TFT display. I moved between ride modes – Street to Sport to Rain to Offroad and finally to Rally (which is included with the optional Tech Pack, which adds $959.99 to the $21,649 base price) – and got a sense for how the engine character changed with each. Having tested the S Evo, I knew that I could fine-tune settings within each ride mode, things like traction control, throttle response, ABS, and more. Do you fancy regular mid-morning power wheelies and the nervous excitement of traffic court? Turn it up with a simple tap of the screen. With 173 hp on tap, lofting the front wheel takes just a quick twist of the wrist. If you’ve read anything about this new 1390 Super Adventure R, you probably know it packs 173 hp and 107 lb-ft of torque. But what you might not know is that the 1,350cc LC8 V-Twin is equipped with Camshift, KTM’s new variable valve timing system that optimizes power output across the rev range by using two different cam profiles below and above 6,500 rpm. And while you won’t feel the 3-5 millisecond transition from a calm, fuel efficient, low-emission sweetheart to an angry war beast, you will feel the result. Above 6,500 rpm, the lights get brighter, the music gets louder, and the band starts playing harder and faster than you thought possible. You will never forget that feeling. Don’t let the taller suspension and off-road tires fool you, this bike hustles just fine in the twisties. Soon our rolling band of gypsies found the end of the pavement. Ahead of us were miles of trails around Joshua Tree National Park, with a mix of rocky hardpack, sandy whooped-out sections, and moderate elevation changes. My first instinct when we came to the trailhead was to drop the tire pressures to around 20 psi, but we kept plowing forward with the tires inflated to street pressures. I feared that the very first square-edged rock I hit was going to cause immediate and intense deflection from the front tire, sending me off the trail, but it didn’t. In fact, once I got comfortable, I was able to switch up my lines and hustle through the terrain with relative ease. Fully adjustable WP XPLOR suspension keeps everything heading in the right direction when the ground gets angry. A major player in this happy capability was the 48mm WP XPLOR fork, which offers a wide range of tool-less compression and rebound adjustments. While I left the compression damping alone, I went 2 clicks harder on rebound damping so they wouldn’t unload too quickly when I encountered some bigger hits. I did the same with the rear shock, which kept the chassis stable and calm despite some hard bottoming on some G-outs and small kickers. Smooth is fast. KTM’s customizable ride modes keep the journey moving along as conditions require. After a few unplanned trench-digging sessions with the rear tire, I tapped around on the TFT display and bumped traction control to 5 (range is from 0-9) so I could hit the throttle and generate enough power to break traction when I needed to steer with the rear but not so much that the engine in Rally mode would dig me to China by lunchtime. I was initially wary of rolling around in the dirt with 173 hp on tap when we started this happy adventure. The fully adjustable WP XPLOR suspension handles air traffic with ease. Why? First, it’s an insane amount of power to manage when you’re riding a 547-lb motorcycle with greatly reduced traction. Second, muting all those ponies electronically can result in lazy power delivery when you need immediate snap from the throttle for direction changes and quick lofts of the front end. In other words, you either have an angry uncontrollable gorilla or a sleepy tranquilized one. But to my surprise – thanks again, Quinn Cody – the power was enough to get instant cooperation at the crack of the throttle but not so much that I needed to be on guard. You won’t have a more capable partner than this, no matter where your adventure points you. At some point during the ride, I decided to deactivate rear-wheel ABS (front remained engaged) so I could lock the rear and back into corners as needed. In short order I was tossing the 1390 around like I do with my KTM 500 EXC. Of course, the Super Adventure R is much bigger and heavier, but I was able to get comfortable enough with it between my legs to hit a few jumps, throw the back end around, and loft the front wheel over rocks and ruts as I powered down the trail. I think a big part of that “flickability” was due to the narrow, low-slung fuel tank, which carries most of its 6.1 gallons down near the engine, helping to keep the center of gravity low. Also, the 1390’s wider handlebars and larger, wider footpegs allowed me to stay on my feet and control the bike with very little effort over miles of complex terrain. The lower windscreen was also a plus. KTM’s ABS system works really well in both on-road and off-road conditions. After lunch, we hit the trails again, which offered a dessert buffet of steeper hills, more off-camber transitions, and endless rocks and ruts. At one point I was heading down a moderately steep section that would require some aggressive braking, and with rear ABS deactivated I would need to manage rear braking with finesse. As my speed picked up, I became concerned the front ABS would cause me grief. If you are like me, ABS and off-road do not play well together. I decided to just keep my momentum up and see how things turned out, but some thick branches smacking the handguards jogged my memory about the tech briefing where KTM staffers instructed us to keep grabbing a handful of front brake even after the ABS kicks in. So against my better judgment and years of muscle memory, I squeezed the front brake lever harder. Sure enough, the bike immediately engaged ABS, which I’m usually not comfortable feeling in my fingers, but I just ignored it and squeezed harder. To my surprise, the system continued to stay engaged just enough to slow me down and allow me to maintain steering input and change directions as I went down the hill. Did the rear lock up because rear ABS was off? Sure, now and then, but the engine braking generally kept things pointed in the right direction, so it wasn’t a concern. Steering with the rear: KTM’s traction control allows nice smooth drifts at the crack of the throttle. GEAR UP Helmet: Alpinestars S-M7  Goggles: Alpinestars Supertech Vision Vista  Jacket: Alpinestars Techdura  Airbag Vest: Alpinestars Tech-Air Off-Road  Gloves: Alpinestars MX Pro Dura  Pants: Alpinestars Techdura  Boots: Alpinestars Tech 7 Enduro  One big feature that stuck out along the trail was the lack of heat I experienced on my legs when we were chugging along and I gave the clutch a workout. With a motor this big and powerful, in slow-speed stop-and-go conditions, heat can be a killer. And it’s not just a rider-discomfort issue but a real tricky dance to ensure the engine keeps running and maintains power, the oil doesn’t break down, and the clutch system doesn’t fade on your way to the Thunderdome. How did KTM achieve all this? By totally redesigning the cooling system. That means new fans, new radiator angles for maximum airflow, and a separate cooling circuit for each cylinder. I glossed over much of the technical briefing, but I can tell you they have the heat issue handled. The fully adjustable WP XPLOR suspension handles air traffic with ease. The big question I wanted to sort out was how well this motorcycle lived in two totally different worlds. I knew the design team spent years ensuring the 1390 Super Adventure R would be capable off-road. Having ridden the street-going 1390 Super Adventure S Evo, I knew it was capable on the road, with its larger windscreen, semi-active suspension, and cast wheels. But would the R feel comfortable in a canyon, leaning over with long-travel suspension and off-road-oriented tires and wheels? Surprisingly yes, but I wouldn’t have guessed it. Pick your line and the big Katoom goes right where you point it. In fact, when the speeds picked up in the twisty sections, I reluctantly followed suit because I wanted to keep up with the group. Initially I didn’t trust that the tires and suspension were going to provide me with stability and traction. But because my father often played a gunslinger on Bonanza, I knew I had the requisite DNA to keep pace, so I twisted the throttle. And to my surprise, the 1390 Super Adventure R held its lines beautifully. I felt no pitching or wallowing in the suspension and no uncomfortable give in the tires when I settled into the turns. After a few minutes I was as comfortable on this motorcycle as any other within a street setting. The best part? If I ever fell behind in the turns, I had 173 hp available to swiftly reel the group back in. Skid plate, crash bars, and knobby tires. We’re not in Kansas anymore. So what’s my final take on the 2026 KTM 1390 Super Adventure R? I think the subtitle of this article sums it up nicely: More is more. More power, more technology, more off-road capability, more warranty coverage (four years), and most importantly, more fun. I can (and would) take this motorcycle anywhere and have an absolute blast on it. Is it as lightweight and capable in the dirt as a hard enduro off-road platform? Of course not, but if you have some dirt skills, this motorcycle will dance with you at a much higher skill level than its size and weight would suggest. And when you’re ready to hit the road, the 1390 Super Adventure R will blast you down the open road for days and days. The Austrians managed to infuse the R with all the qualities to make it a legitimately off-road-capable platform without detracting from the road-going comforts and capabilities we demand when we finally throw the white flag and want off Mr. Toad’s Wild Ride. Well played, KTM. Well played. KTM managed to infuse true off-road ability into a comfortable, mile-munching machine. 2026 KTM 1390 Super Adventure R Specs Base Price: $21,649 Price As Tested: $22,609 (Tech Pack) Website: KTM.com Warranty: 4 yrs., unltd. miles Engine Type: Liquid-cooled, transverse V-Twin, DOHC w/ 4 valves per cyl. Displacement: 1,350cc Bore x Stroke: 110.0 x 71.0mm Horsepower: 173 hp (factory claim) Torque: 107 lb-ft (factory claim) Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 62.1 in. Rake/Trail: 25.3 degrees/4.4 in. Seat Height: 34.6 in. Wet Weight: 547 lb (factory claim) Fuel Capacity: 6.1 gal. 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