When it first rolled into Knox HQ, I was not entirely sure what to make of the new KTM 390 Enduro R. Despite the big logo on the side, it is not really an enduro bike. Equally, it is not quite an adventure bike either.

So, parking the confusion for a moment, I decided to put my dirt bike helmet and boots on, and went out to ride it properly to find out what it’s all about.

Maybe I’m getting older, or maybe just a bit wiser, but there is something genuinely endearing about riding a lower-powered bike on the tighter roads we have here. In fact, I’d say the 45 PS single-cylinder engine hits a real sweet spot.

It has just enough punch to keep things interesting on A and B roads, while still being able to cruise comfortably at legal speeds. There is something satisfying about working an engine properly and knowing you have ridden the bike hard, rather than barely scratching the surface. I really enjoyed hustling the 390 along. It is strongest through the mid-range and likes to be revved.

Despite being a Bajaj-built bike, made in India, it performs like a KTM, sounds like a KTM, brakes like a KTM, and has very little engine braking, just like a KTM. The electronics are easy to use, let you do what you want at the flick of a switch, and can be turned off without fuss. It is all very good and more premium than you might expect at this price point.

My test bike was fitted with aftermarket WP Pro suspension, which was excellent on the road, as you would expect. For the purposes of this test, I would have preferred to ride the bike in standard trim, just to get a more grounded view of what buyers will actually experience, but in this spec it handled beautifully. It stayed composed over the endless potholes we seem to have at the moment, felt controlled, confidence-inspiring and high quality.

As the Enduro R, it is closely related to the 390 Adventure R, but in a pared-back form. It gets a smaller 9-litre tank rather than the Adventure’s 14-litre item, and weighs 165 kg fuelled compared with 176 kg. Even without the screen and larger tank, I still think it makes a compelling case, even for riders who expect to spend most of their time on the road.

Despite the Enduro R name, KTM itself is careful to separate it from its proper enduro bikes. On the website, it sits under “Dual Sport”, which feels much more accurate. This bike is a long way from the enduro bikes I am used to riding and racing.

Once that is clear, the 390 starts to make a lot of sense. As a dual sport, it does a very good job, and it could be exactly the trail bike many riders have been looking for. Green laning and trail riding have become much more popular in recent years and, despite all the hype, I still find big adventure bikes too heavy and too vulnerable to damage to be enjoyable on tougher trails, especially if you are riding alone. At the other end of the scale, a proper enduro bike can feel overkill when the trails are not especially demanding as they are ultimately still legal roads. It is a difficult balance to strike, and the 390 could well be the sweet spot.

Its relatively low weight meant it skimmed over rocks and rough ground nicely and was genuinely fun to ride. At the same time, it still adds a bit more challenge than a full enduro bike would. I can easily imagine owning one for trail riding, enjoying the lanes, then having plenty of fun on the back roads in between. It really does feel like it has been designed for exactly that kind of use.

On this test I put new Knox equipment to the test, which suited the riding perfectly. The Urbane Pro Move armoured shirt and trousers were lightweight, comfortable and stretchy, ideal for the more active riding this bike encourages. I paired them with the new Impass Shell, which worked brilliantly as a light, flexible outer layer. The large front pocket was especially useful, with plenty of room and internal dividers to keep everything organised. For gloves, I went with the Action Pro Waterproof. I have used them for enduro riding before in cold and wet conditions and they offer excellent feel. Links to all the gear I used are below.

Back to the bike, one thing I really like is that the 390 Enduro R uses plastics that feel closer to motocross plastics. They are bendier, tougher and far less brittle than typical road bike bodywork. I also like the brakes. With off-road ABS engaged, there is so little interference you would barely know it is there, and in off-road mode it feels like there is no traction control at all, which is exactly what you want.

There were a few things I did not like. The steering lock felt a bit limited for more technical riding, which made balancing at very low speed slightly harder than it needed to be. Also, despite the WP Pro suspension, I still found the set-up leaned more towards firmer road use than proper off-road work. The bike came fitted with adventure tyres, and they became a clear limitation once I got onto harder terrain and grassy banks where they just do not offer enough bite.

Then there is the stalling. The 390 does has a tendency to stall at low rpm. It is manageable, but it does mean you need to be a bit more careful with the clutch because there is not a huge amount of bottom-end torque to save it.

Finally, although KTM says they have had no problems so far, that exhaust pipe looks low to me and I am not sure I would want to be the one testing that theory in deep water crossings. Common sense suggests a higher-level silencer would make more sense for the sort of riding this bike invites.

Overall though, considering the price and where it sits in the market, the 390 Enduro R is a brilliant bike. It covers a lot of bases and is surprisingly difficult to seriously criticise. I can see it becoming a very popular option for riders who want an affordable trail bike with genuine versatility and performance that sits towards the sharper end of the class. Fit it with better tyres and, ideally, a higher-level exhaust, and it could be even better.