The Super Adventure S Evo might be the first ADV out of Mattighofen since production restarted in July, but make no mistake, KTM’s Ready to Race DNA is alive and kicking.
A look at the numbers tells you all you need to know. A claimed 173bhp is more than any other big-bore adventure bike, as the ‘Camshift’ LC8 V-twin grows from 1301cc to 1350cc. It produces power like a superbike, while punching out a brutal 145Nm of torque at 8,000rpm. Claimed weight (dry) is 227kg, making it category competitive to say the least. Get it moving and it’s arm-straightening fast, rock-solid through turns and devastatingly quick across the ground. But outright pace isn’t the headline – the tech is.
Love it or loathe it, this is the new battleground, and KTM has gone all-in. The latest semi-active WP suspension is smarter, faster and more adjustable than ever, constantly tweaking damping on the fly through its Comfort, Street, Sport and Rain modes. The massive 8” portrait touchscreen dashboard is laptop-like in its functionality. It is anti-glare, anti-smudge and sits at the heart of the motorcycle, controlling everything from sat-nav to preload and fine damping adjustments.
Bosch’s fifth-generation front radar brings adaptive cruise control, complete with a new ‘Group Ride’ mode, designed to keep things safer when riding in a pack with mates.
The Evo also gets KTM’s Automated Manual Transmission as standard. There’s no clutch lever, with a centrifugal-type clutch handling pulling-away, while shifts can be fully automatic in Comfort, Street or Sport, or done manually via a handlebar-mounted paddle or the electronic foot shifter. Snap the throttle shut and it’ll bang down gears too. There’s even a Park mode, locking the gearbox like a car, with a revised P-N-1-2-3-4-5-6 layout.
As you’d expect from KTM’s flagship, rider aids are stacked: traction control, cornering ABS, tyre pressure monitoring, keyless ignition are all standard. And for the old school? There’s even a centre stand.
Pricing is keen. The Super Adventure S starts at £16,999, with the full-fat Evo at £18,699, pitching it squarely against Triumph’s Tiger 1200 and undercutting its closest rivals, BMW’s R1300 GS ASA and Ducati’s Multistrada V4 S. Our test bike also ran the optional Tech Pack at £905.20, which, once the 1,500km trial is up, nudges the total to just under £20k.
Up close, the Super Adventure S Evo looks big, purposeful. I’m just under 5’ 7” (170cm) and could get both feet down reasonably easily. Despite being a technological tour de force, there’s no self-lowering trickery like BMW, Ducati or Harley-Davidson but straight away it feels far more manageable than its size suggests.
The screen adjusts manually through 70mm, the ignition is keyless and the finish feels premium. But it’s the vast dashboard that dominates, more tablet than tacho in its appearance. The backlit switchgear is classy and intuitive, and KTM actively encourages you to dig into the menus and modify the settings.
There’s a lot going on, but it’s well thought out. Ride modes tweak engine, aids and suspension in harmony, everything is clearly colour-coded and the screen can be zoomed and customised like a smartphone. Get lost and there’s a big home button to reset your brain. Best of all, if you turn something off, traction control, radar cruise, whatever, it stays off. Your settings are saved.
AMT is the headline act. There are two modes: Auto or Manual. Select Auto, twist the throttle and go, making this essentially a 173bhp scooter. There’s no clutch lever and no biting point. It’s odd at first, especially at low speed, but pulling away is smooth. As a shorter rider I missed the clutch for tight manoeuvres, but you adapt quickly. Just don’t blip the throttle at the lights unless you fancy some public humiliation.
Auto mode works best when riding normally. Shifts are smooth, well-timed and the system won’t change gear when you’re cranked over. For touring and commuting it’s genuinely impressive. Push harder, though, and its limitations show. In Sport it hangs onto gears too long, revs too high and doesn’t downshift early enough for strong engine braking. In the hills, I much preferred manual mode, changing gears myself with the electronic foot shifter and taking full control.
Which mode you prefer will depend on mood and terrain. Auto makes long days easier, but manual is more engaging when riding hard. And knocking back a gear by snapping the throttle shut? Childish fun!
The WP semi-active suspension is just as clever. It’s linked to ride modes and constantly adapts, and with the Pro package you can fine-tune compression and rebound on the move. Comfort is plush but controlled, Sport adds real support, and anti-dive keeps the long-travel forks in check under braking. Compromise, frankly, is disappearing with this kind of technology.
Despite the 19” front wheel and ADV geometry, the S Evo is hugely entertaining on the road. Grip is strong, clearance feels endless and the Dunlop Trailmax Meridians hold up well when pushed. It’s not quite as agile as a Multistrada V4 S or R 1300 GS on road tyres — the KTM is slower to turn, especially with a full 23-litre tank — but it’s still seriously quick.
Brakes are improved with new pads and a revised master cylinder. ABS works well, though ultimate bite still trails the Italian and German competition. And without a clutch, backing it in supermoto-style is basically a non-starter (but then that’s not really the point of these bikes).
Back off the attack and the Super Adventure settles into its stride. Wind protection is excellent, noise is low, and the riding position is roomier thanks to wider ‘bars and lower, further-out pegs. Adaptive cruise control, integrated sat-nav and radar controlled safety systems make covering ground effortless, while Group Ride mode works well in a pack.
Range should land somewhere between 195 and 214 miles in the real world. You also get multiple USB-C ports, a handy phone cubby on the tank, and, praise be, a proper toolkit under the seat – another win for the old school!
Overall, the KTM Super Adventure S Evo feels like the heavyweight hitter of the class, not just for its power but for the sheer depth of usable torque. It’s engaging, genuinely fun, and supremely comfortable, with excellent protection and a long list of standard kit. Heated grips really should be included, but a centre stand is, service intervals are generous, the fuel tank is class-leading and there’s a four-year warranty as standard. At £18,699, it’s keenly priced too.
As a shorter rider, I’d welcome a self-lowering shock, an obvious fit for semi-active suspension, and KTM’s ‘demo mode’ for rider aids still divides opinion (it costs £905 to unlock the full suite of electronics once the 900 mile ‘demo’ period is up – Ed). Our test was also unusually road-focused for a KTM press event, despite the bike coming with off-road, Rally and even ‘Jump Detection’ features. That said, ridden hard on asphalt, the S Evo delivered – my main gripe being the AMT auto box when ridden hard.
Realistically, though, few owners will ride like the marketing material suggests. Most will slip the AMT into auto, settle into the comfort and let the Evo devour big miles, effortlessly, rapidly and with real authority.
KTM have a contender with the 1390 Super Adventure S Evo.
KTM 1390 Super Adventure S Evo Specification
Price: £18,699
Engine: 1350cc V-twin, DOHC, four valves per cylinder, liquid cooled
Power: 173bhp @ 9,500rpm
Torque: 145Nm (106.6lb-ft) @ 8000rpm
Transmission: Six-speed, chain
Frame: Tubular steel trellis
Suspension: (F) 48mm WP electronically adjustable USD telescopic forks (R) fully adjustable WP single shock.
Wheels: Cast aluminium, (F) 19 x 3” (R) 17 x 5”
Tyres: Dunlop Meridian (F) 120/70 x 19, (R) 170/60 x 17
Brakes: (F) 2 x 320mm discs, four-piston radial calipers, (R) 267mm disc, single-piston caliper. Cornering ABS
Weight: 228kg
Wheelbase: 1,558mm
Seat height: 847-867mm
Fuel tank: 23 litres
Fuel consumption: 42mpg (claimed)
Service intervals: 9300 miles/12 months
Warranty: 48 months unlimited mileage
Contact: https://www.ktm.com
Words: Adam Child ‘Chad’
Photography: Dominik Buchner and Thomas Dobber
