KTM has announced details of the 2023 KTM 390 Adventure, which will be available in dealerships in March. The 390 Adventure has been given a new look and increased off-road capability, for a bike that KTM says offers “sheer usability, superb power, and incredibly light handling.”
In our review of the 2020 model, our reviewer said the KTM 390 Adventure was “a lot of bike for the money, with an impressive list of standard features that make it a serious threat to value-oriented Japanese competitors like the Honda CB500X and Kawasaki Versys-X 300, as well as BMW’s G 310 GS.”
The 2023 KTM 390 Adventure still features a compact 4-stroke DOHC 373cc Single with four valves, a balancer shaft, a PASC slip/assist clutch, and electronic fuel injection. Two catalytic converters ensure the system breathes within emission targets, and the vapor design of the 3.8-gal fuel tank also contributes to its eco-friendliness.
Also returning for the 2023 model and contributing to the bike’s off-road persona is the Offroad ride mode (offering more rear-wheel slip) and linked Offroad ABS (disengaged on the rear, reduced on the front), as well as throttle-by-wire, Motorcycle Traction Control, and cornering ABS. Stopping power comes from Brembo BYBRE brakes (320mm front and 230mm rear discs with a 4-piston calipers on the front and single-piston in the rear), and the bike has adjustable WP APEX suspension.
The KTM 390 Adventure also still has 19-inch front and 17-inch rear wheels shod in Continental TKC70 tires, but for 2023 the wheels are spoked and have black anodized aluminum rims. The bike also comes with a two-tier seat that can be easily removed to reveal storage space or swapped out for other models in the KTM PowerParts collection, LED lights, and a windscreen with two positions. It has a claimed wet weight of 379 lb.
KTM says both the lightweight steel trellis chassis and the new 2023 colorway takes design cues from the company’s work at “the sharp end of rally competition.”
MSRP is $7,399. For more information, visit the KTM website.
There’s nothing quite like a good-looking leather motorcycle jacket that suits both the rider and their bike. I’m an everyday motorcyclist who owns a 2012 Harley-Davidson Heritage Softail Classic, and I live in Florida, where it’s often hot and humid but can get downright chilly in the winter (no, really).
The Joe Rocket Dakota jacket is made of 1.0-1.2mm cowhide with stylish stripes on the shoulders and a relaxed cut. I’m 5-foot-11, 275 lb on a good day, and very wide across the chest (and just about everywhere else). The 3XL Dakota fits me perfectly. I’d go so far as to say the jacket looks so good that it even makes me look good, but I should probably get a second opinion on that.
The Dakota is comfortable to wear both on and off the bike, and it has inside storage pockets and three exterior pockets, so there are more places to stash stuff than I’ve got stuff to stash. The reflective trim on the shoulders isn’t noticeable during the day, but it really pops at night.
I have big hands, and the large brass YKK zipper up front works every time. The smaller zippers elsewhere are a little trickier to use, but that’s more the fault of my Shrek-like fingers than their functionality.
The jacket has pockets for optional shoulder, elbow, and back armor. A full set of CE Level 1 from Joe Rocket costs $54.99. There’s a removable, full-sleeved quilted liner that’s really handy, and even with the armor and liner in the jacket, I don’t feel like the Michelin Man.
Leather jackets like the Dakota with no vents or perforations don’t allow for any airflow, so that’s a drawback. Still, even though I’m a big guy and the Dakota is like a leather exoskeleton, I was surprised at how well it manages heat. Part of it may be attributable to my particular bike. Thanks to its fists-in-the-air apehangers, with the cuffs unzipped I get a nice blast of air right up the sleeve when cruising down the road. Your results may vary.
On the other side of the thermometer, with the quilted liner in, the Dakota does well when it gets cold. I woke up Christmas Eve morning and saw ice in my fountain outside. There was a rare frosty breeze, and as any dedicated biker would do, I geared up and went out for a ride. My hands got a little numb (Hey, Mr. EIC, how ’bout a pair of full-fingered gloves?), and my knees were chilly, so I kept ’em close to the engine. But my core was warm, even at 80 mph. The mandarin-style collar, storm flap under the main zipper, zippered cuffs, and adjustable waist kept the wind out. And local law enforcement was kind enough to ignore me when I sped by (Merry Christmas to me!).
I love this jacket, and I think you will too. Available in S-3XL for $324.99.
Our favorite affordable adventure bike is even more down for 2023, with tougher wire-spoke wheels, swell new bodywork and graphics, and improved everything to make the most out of one of the greatest single-cylinder motors of all time. The 2022 model sold for $6,799; let’s hope the ’23 isn’t much more.
KTM Press Release:
MURRIETA, Calif. – The full KTM ADVENTURE family has all the performance, capability and segment-leading features a rider will ever need. Sometimes, however, riders just want the most effective way to get from ‘A to B’ on an inviting, confidence-inspiring platform. Naturally, as a true adventure machine, it must also never stop tempting them to explore alternative paths. This is where the sheer usability, superb power and incredibly light handling of the 2023 KTM 390 ADVENTURE comes to the forefront.
This compact and highly advanced package is one of the most versatile in the KTM range. The 2023 KTM 390 ADVENTURE is not only about epic outings but also the ‘every day’ ride. Want that serviceable and dependable machine for the commute but also something that can handle a lively offroad blast? No problem. Desire a bike that can still put out the torque and motor performance for a longer weekend ride-out with friends? Easy. Need a modern, developed, race-derived all-rounder to discover the delights of a trail for the first time? Look no further.
For 2023, KTM has not only splashed the KTM 390 ADVENTURE with a sharp, fresh look but has also beefed-up its offroad capability even more. The bike now has tough yet light spoked wheels (19” front and 17” rear) with black anodized aluminum rims so unplanned meetings with roots and stones out on the trail will not bring the journey to a swift halt. The 2023 KTM 390 ADVENTURE undoubtedly warrants this upgrade considering the offroad-capability engineered into the motorcycle, and it emphasizes that ‘adventure’ really can be part of the daily routine.
At the heart of the machine is the impressively compact 4-stroke 373 cc single-cylinder engine using twin overhead camshafts, four values, a balancer shaft, PASC slipper clutch and electronic FI for smooth and uninterrupted momentum. Two catalytic converters ensure the system breathes within emission targets while the fuel tank (sized for a 3.8-gal / 14.5-liter fill) vapor design also boosts the eco-friendliness.
The 2023 KTM 390 ADVENTURE may have smaller dimensions and specs compared to some of its big brothers, but it does not lack features essential to adventuring. Ride-by-wire, Motorcycle Traction Control, Cornering ABS, OFFROAD mode (more rear wheel slip) and linked OFFROAD ABS (disengaged on the rear, reduced on the front) are feathered by the 46 mm throttle body and the slipper clutch while being administered through the 5” color TFT-display and intuitive handlebar switchgear.
Light weight and unbeatable agility is partly supplied by a chassis that takes its design cues from KTM’s work at the sharp end of rally competition. The KTM 390 ADVENTURE’s 2023 color also comes from this racing background. The steel trellis design and subframe construction achieves a satisfying blend of both feel, flex and long-term comfort; even the exhaust system is optimized for prime centralization. WP Suspension APEX hardware is adjustable for compression, rebound and preload and achieves that rare chemistry of tactile grip with the road and confidence-inspiring efficiency for the dirt.
Thin to win…
Add bodywork that has been angled to protect zones of the bike and position the rider into full-control stance, a two-tier seat (that can be easily removed to reveal storage space and even swapped out for other models in the KTM PowerParts collection), LED lights, a windshield with two positions and wide ‘all-day’ footpegs, Brembo BYBRE brakes (320 front and 230 mm rear discs with four-piston calipers on the front) and the 2023 KTM 390 ADVENTURE is complete. Live adventurously.
2023 KTM 390 ADVENTURE highlights
// New tougher aluminum spoked wheels for enhanced offroad potential and all-round topline performance ensured by the CONTINENTAL TKC70 tires
// Brand new 2023 color and graphics scheme for fresh, vibrant READY TO RACE look
// Dependable 373 cc 4-stroke single-cylinder engine pumping big power out of a compact build
// Lightweight and reassuring steel trellis chassis with adjustable WP APEX 43 mm forks and shock
// Bosch electronics helping to inform the latest generation of Motorcycle Traction Control and Cornering ABS systems
// 379 lbs (172kg) fully fueled, 3.8-gal (14.5-liter) tank
// Wide selection of KTM PowerParts including accessories, aftermarket components, aesthetic touches, riding gear and more
Look for the 2023 KTM 390 ADVENTURE beginning this March at your authorized KTM dealership.
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Suzuki pairs classic sport-touring performance and value with its GSX-S1000GT+ sport-touring bike. (Joseph Agustin/)
Fresh for the 2022 model year is Suzuki’s GSX-S1000GT+. Positioned as a classic sport-touring motorcycle, Suzuki stays true to its sportbike roots with a competitive, yet value-conscious touring bike that favors sporty handling versus other new motorcycles in this segment.
The GSX-S1000GT+ is based on the overhauled 2022 GSX-S1000 naked bike which we tested earlier during the 2022 Suzuki GSX-S1000 Review. This particular model is designed for sport-touring. Think touring two-up, with a passenger and limited luggage space. This motorcycle is powered by Suzuki’s tried-and-true 999cc inline-four. The architecture of this engine configuration is based on the 2005 and ‘06 GSX-R1000. The actual cases, the pistons, and all of the internals have been tweaked and benefit from new manufacturing techniques. So it’s not like Suzuki just went back 17 years and pulled engines out of those models and put them in this one.
The engines benefit from enhanced durability engineering that manufacturers learn after having built something for nearly two decades. The thing we like about this engine is just how much character it has. It’s a hoot to ride. It employs a pleasing air induction howl when you’re giving it a heavy dose of throttle. The exhaust note is nice and crisp, sounding pleasant, yet it’s not overly loud where it’s going to annoy your neighbors or other people in vehicles next to you.
This GSX-S continues to use Suzuki’s SDM-S combined engine power and throttle response maps, with ride-by-wire. A is the most aggressive, B is a little bit less than that, and C is the lowest power setting. Each letter represents a different throttle and/or engine power character.
If you were a new rider and this was your first bike and you wanted to get it up to speed on this bike, you’d ride it in power mode C and the thing isn’t going to get away from you. Conversely, if you’re a seasoned pro and you desire maximum power, A mode is the best. Paired with the ride-by-wire throttle is Suzuki’s traction control. Suzuki offers five levels of traction control adjustment, plus “off.” One gripe is it’s older in terms of its engineering profile. This vehicle nor does any Suzuki vehicle benefit from an IMU when it comes to powering both traction control and ABS programming.
Speaking of brakes, this thing features a potent set of triple disc hydraulic brakes. The brakes do a really nice job of keeping speed in check. Even though it doesn’t employ a modern radial-type master cylinder, the braking package on this motorcycle works well. Again, it doesn’t include cornering ABS (you need an IMU chip; it’s the same type of chip inside your Apple smartphone that gives it positional awareness). Still, it does include fixed always-on ABS and it works well. We wouldn’t see a need for having cornering ABS just because this motorcycle works so well with its conventional ABS.
One of the hallmark features of Suzuki sportbikes is how comfortable they are. We really like how we fit on this streetbike. The windscreen is nice and tall and the front fairing is broad and does a good job of pushing air up and around us. It would have been nice if the windscreen offered height adjustment, but it’s really not a big deal. If you’re a really tall rider, you can always opt for Suzuki’s optional touring windscreen ($170 upcharge). Another accessory we would fit are the $450 heated grips. Yes, we wish it came equipped already with heated grips but that’s just going to push up the MSRP. We would definitely spend the $450 on that accessory.
Styling on this motorcycle looks very similar to a certain Japanese manufacturer’s supercharged motorcycles. We value the angular bodywork and LED headlights. These headlamps function better during night rides than the stacked light setup on the GSX-S1000 naked.
Suzuki finally stepped up to the big leagues and is running a 6.5-inch color TFT screen. It looks sharp and is easy to use. The switch gear is simple and we appreciate “dark mode” which features white numbers on a black background.
Suzuki also introduces its My Spin app which gives turn-by-turn navigation on display. It’s very similar to what BMW Motorrad offers with its Connected app, which is fantastic. We also like this USB charging port located inside the front fairing. Some motorcycles still come with 12-volt charging ports which is cool, but realistically, we’re in the USB age now, so everything should be USB.
Despite weighing 40 pounds more than GSX-S1000 naked, the 520-pound GSX-S1000GT+, dances well. We like the support of the inverted fork with triple adjustment (spring preload, compression damping, and rebound damping). The shock also feels nice and offers good support when hard on the throttle. This is a very nice motorcycle for someone who wants a balance between comfort on bumpy roads and sport aptitude in the twisties. A lot of the sport-tourers nowadays are becoming more upright, almost more adventure-sport touring bikes. But Suzuki sticks to the script with its GSX-S1000GT+. A 5-gallon fuel tank ensures that you have some decent range on this motorcycle. We average right around 36–37 mpg. If you’re a little bit more mellow on the throttle, you could get around 40 mpg.
Suzuki motorcycles are renowned for their durability. After the initial oil change, this motorcycle goes 7,500 miles between engine oil changes. And 15,000 miles for engine oil filters. The valve adjustment interval, according to the manual, is 15,000 miles. Which is a little bit short, especially compared to the Tuning Fork brand’s equipment. But in our experience, these motorcycles, even when we do check the valves at 15,000 miles, they’re always spot on. So you know you’re getting a quality product with this Suzuki GSX-S1000GT+.
There’s a lot to like about this motorcycle. The engine has a lot of power, to the tune of almost 137 hp, with 60 lb.-ft. of torque north of 4,000 rpm. It has good character and decent fuel mileage. We love the OE-fitted and paint-matched hard cases. They’re easy to take off the motorcycle and swallow nearly 7 gallons of cargo in each bag. The only gripe is when you close them you have to have the key in, open it, close it, and pull the key out. I wish you could have the key out and still open and close it. But it’s almost like a safety feature so you don’t leave the bag open when you’re riding. Yeah, it doesn’t have cornering ABS, but realistically it doesn’t really need it. Overall, if you’re looking for a very exhilarating and fun-to-ride and capable OG sport-touring rig, this GSX-S1000 GT+ checks a lot of boxes for us. And if my money was on the line, I would absolutely consider this bike versus some of its more upright adventure-sport touring competition.
Helmet: Arai Quantum-X
Jacket: Rev’It Blackwater
Gloves: Rev’It Kinetic
Pant: Rev’It Piston
Boots: TCX Rush 2 Air
2022 Suzuki GSX-S1000GT+ Technical Specifications and Price
$13,799 as tested
999cc, DOHC, liquid-cooled inline-four; 16-valve
BORE x STROKE
73.4 x 59.0mm
Fuel injection w/ 40mm throttle bodies
Wet, multiplate slipper; cable actuation
KYB 43mm inverted fork, fully adjustable; 4.7 in. travel
KYB shock, spring preload and rebound damping adjustable; 5.1 in. travel
The British Talent Cup, powered by Honda, returns this season with an eagerly anticipated nine-round calendar, supporting the Bennetts British Superbike Championship and the British Grand Prix racing alongside MotoGP™ at Silverstone. The Cup will also feature a new title partner for the forthcoming season as R&G increase their support of the series for upcoming riders on the Road to MotoGP™ programme.
The 2020 MotoGP™ World Champion lines up alongside Marc Marquez in the factory HRC ranks for the 2023 campaign, in what is one of the most exciting rider pairings we’ve seen in MotoGP™ with the duo boasting 10 World Championships between them. Mir began his Honda adventure at the one-day Official Valencia Test in November 2022 and as pre-season training ramps up, Mir headed back to Valencia’s familiar stomping ground to spin some important laps on Honda’s superbike.
“Sometimes when the results don’t come it’s easy for the technicians to say ‘yeah but the bike is good, look at Marc or Casey. The other riders are slipping, they’re feeling the pressure’. But, on paper, they have a very strong line-up. We all know what those riders are able to do so if they can’t do what we know they can, the bike is a problem. You can be sure that if the results don’t come, then the problem is clearly the bike.”
Pragmatic riders may scoff at a motorcycle like the new Arch Motorcycle 1s. After all, there are several sporty cruisers on the market that offer better value. A Ducati Diavel V4 is a worthy machine, as is Triumph’s massive Rocket 3 R. Harley-Davidson’s Sportster S is similarly enticing.
But none of these capable bikes holds a candle to the glowing 1s, an ultra-premium roadster from the company founded by superstar actor Keanu Reeves and longtime bike builder Gard Hollinger.
Arch Motorcycle handcrafts limited-production bikes featuring exquisite detail elements like CNC-machined aluminum chassis sections and lightweight carbon fiber components wrapped around gigantic air-cooled V-Twins from S&S Cycle.
Arch’s first model, the KRGT-1, is a performance cruiser that debuted in 2015, and I was one of the lucky few who got to test ride it. More recently, I found myself in the hills of Malibu, California, aboard the “sport cruiser” 1s model.
“Going into a turn,” Reeves told me before our ride, “the input is the thought. Turn your head, look where you’re going, and you don’t push the bike but let it kind of respond and you feel it move. You’re super confident as you lean in, lean in, lean in.”
And Reeves wasn’t just blowing smoke. The new 1s handily exceeds performance expectations for a bike with a 2-liter V-Twin thumping away between your legs and a steamroller-sized back tire. The entire machine is magnificent, and the 1s delivers on the promise demanded of its lofty price tag.
The Arch Motorcycle 1s is how much?!
“If you have to ask,” the old saying goes, “you can’t afford it.”
Yep, you’re looking at a motorcycle with an eye-popping MSRP of $128,000 – that’s enough dough to buy a Diavel V4, a Rocket 3 R, and a Sportster S and still have nearly enough left over to buy one of each for a friend. A price tag that steep demands incredible attention to detail and premium components, and the 1s delivers. Giant blocks of aluminum have been whittled down with computer-controlled milling machines to create intricate frame elements, the single-sided swingarm, and the curvaceous tailsection.
Indeed, every component is spectacular – from the insanely light BST carbon-fiber wheels to the high-end Öhlins suspension to the intricate carbon-fiber airbox that allows downdraft induction and doubles as the fuel tank. Each part on the 1s is worthy of second and third looks, so it’s easy to see how its build cost quickly adds up.
I had previously ridden with Reeves during the KRGT-1 launch in 2015, and his personality is nearly the opposite of what one might expect from a big-time celebrity. He is humble and down-to-earth. Most importantly, he just loves to ride motorcycles. At a trackday a few years ago, I watched him participate in more sessions than any other rider at the event. His passion for motorcycles is undeniable.
“I think probably at the core of it is just loving to ride a motorcycle and loving the aesthetics of motorcycles,” Reeves told me. “I like how they look, how they feel, how they smell.”
Gearing up for our ride, the guy once known as Neo from TheMatrix films straddled a KRGT-1. Gard took a seat on a red and black 1s, while I saddled up on a black and gold one. Customers can order up whatever livery their hearts desire.
“I think it’s a really beautiful, unique-looking motorcycle,” Reeves stated.
A trio of 124ci S&S motors fire up and broadcast air-cooled V-Twin thunder through carbon-fiber mufflers. As burly as the motors are, they’re also remarkably refined. Throttle response is predictable, and the hydraulic clutch offers a reasonably light pull. The transmission shifts nicer than most big-inch V-Twin gearboxes.
As a sport cruiser, the rider is placed in a forward crouch with relatively high footpegs, but the position isn’t nearly as folded up as a proper sportbike. At 31.5 inches, the seat is 3.7 inches higher than the KRGT-1’s. The engine’s proprietary downdraft induction keeps the midsection narrow, unhindered by a sidedraft intake that eats up space for right legs.
“It’s still really comfortable,” Reeves related, “but you’re not sitting in the bike, you’re on top of it. I think of it like almost equestrian, like the way your feet are underneath you on a horse – that kind of hip-ankle-shoulder relationship, with the torso angled a little more forward. So you’re feeling really balanced on the motorcycle.”
Impressive power is available at all times, with a torque curve so vast it feels like a mighty electric motor aside from the rumbling vibration emitted from a pair of giant 1,016cc cylinders. Ride quality from the fully adjustable Öhlins suspension is excellent, as is the response and power from the ISR brake system with Bosch ABS.
Instrumentation is delivered via an AiM Sports TFT gauge pack, and the bike features an adaptive LED headlamp, bar-end LED front turnsignals, and a cove-reflective LED taillight. The only element that doesn’t scream premium is the generic switchgear on the bars.
The 1s is surprisingly agile when carving corners for a 600-lb machine with a 65.4-inch wheelbase and a 9.4-inch-wide rear tire. The gold-accented 1s turned out to be considerably sharper in its responses than the red one due to customizable setups available with the platform. The red one also had a shorter seat with a bum stop perfectly placed for my small physique.
The stout chassis of the 1s invites extra-deep lean angles, but cornering clearance proves to be plentiful. I managed to touch down the sidestand foot when exploring the bike’s capabilities, but other journalists reported no clearance problems during their rides. Reeves noted the 1s prefers to be guided rather than manhandled.
“We’d been developing the KRGT-1,” he said, “taking this leap into the 1s and trying to maintain the ride – the feeling of confidence, the responsiveness, the planted-ness – mixed with extraordinary components and finishes. To me, these are the best motorcycles that have ever been ridden.”
Taking It Home
I can only show you the door. You’re the one that has to walk through it. – Morpheus, The Matrix
Properly evaluating a six-figure motorcycle is vexing. The price automatically removes practicality from the purchase equation, as there are plenty of attractive and capable motorcycles available at a fraction of the cost. It’s well beyond the reach of mere mortals, so it’s human nature to want to criticize it.
But to see it through the eyes of a well-heeled moto enthusiast who already has a collection of motorized toys, the svelte and stylish 1s offers a unique riding experience that comes with a compelling backstory.
What do all men with power want? More power. – The Oracle, The Matrix Reloaded
Riders who appreciate thumping air-cooled V-Twins and are fully flush with cash won’t think it’s as impractical as most of us. There is truly nothing else like it in production. It would look marvelous parked next to your Harley CVO Road Glide, Corvette Z06, and P-51 Mustang.
“Sometimes I’ll close the garage door and I’ll just stand there after a ride and stare at the art,” Reeves rhapsodized. “It’s just like, ‘Oh god, that’s beautiful.’”
You take the blue pill, the story ends, you wake up in your bed and believe whatever you want to believe. You take the red pill, you stay in Wonderland, and I show you how deep the rabbit hole goes. – Morpheus, The Matrix
We’ve ridden this sleek standard a couple of times before, back in 2019 and again in 2021 when the bike was updated, the latter review of which will be helpful in understanding what this current model is like to ride.
A beefy growl emits from the CB’s 649cc inline-four as each piston moves through its 67mm bore and 46mm stroke. Last we checked, this mill makes 82 hp and a steady 43 lb.-ft. of torque at the rear wheel. An assist/slipper clutch eases upshifts and reduces rear wheel lockup under quick downshifts. Riders will toe one down and five up with the bike’s slick-shifting six-speed gearbox.
As far as rider aids go, there’s the Honda Selectable Torque Control (HSTC) which manages traction of the 17-inch rear wheel and can be turned off if desired. ABS is included with the braking package, which is made up of dual radial-mount Nissin calipers that bite into 310mm floating discs and a single one-piston caliper and 240mm disc.
At a claimed 445 pounds, fully fueled and ready to ride, the CB has some heft, but that won’t stop the CB650R from being a confidence-inspiring corner carver with its 41mm Showa Separate Function Big Piston (SFF-BP) fork and preload-adjustable Showa shock.