2026 KTM 1390 Super Adventure S Evo Review NZ: 173hp AMT Adventure Weapon

• Most powerful ADV on sale – 173hp and 145Nm from the new 1350cc Camshift LC8 V-twin puts KTM at the top of the big-bore adventure class.
• Automated Manual Transmission standard – No clutch lever, full Auto or Manual modes, with adaptive shift strategies linked to riding modes.
• Tech-loaded flagship – WP Semi-Active Technology suspension, 8-inch portrait touchscreen, Bosch radar with Adaptive Cruise Control and a four-year warranty.

KTM is back! With the new 1390 Super Adventure S Evo taking on the adventure tourer class with the most powerful motor, an auto gearbox and razor-sharp electronics, they are once again flexing their muscles in the ADV market. Adam Child checks it out on the world launch.

This may be the first ADV to roll out of the KTM factory in Mattighofen since production resumed in July, but the Ready to Race DNA is still front and centre.

The numbers tell the same story. A claimed 173hp makes it the most powerful big-bore ADV on sale. The Camshift LC8 V-twin grows from 1301cc to 1350cc and revs hard, while still punching out a meaty 145Nm (107lb-ft) at 8000rpm. Claimed weight is 227kg, keeping it right in the hunt.

But outright performance isn’t the headline here. The real story is just how much tech KTM has thrown at the S Evo.

Like it or not, this is the battleground now. Building the best motorcycle isn’t enough, it has to be the smartest too. KTM’s latest WP Semi-Active Technology suspension ups the ante, adjusting damping in real time based on rider inputs and road conditions, with four modes: Comfort, Street, Sport, and Rain.

Dominating the cockpit is an 8-inch portrait touchscreen, one of the largest in the class, complete with anti-glare and anti-smudge coatings. It’s slick, intuitive, and not far off from having a tablet bolted to the bars. Integrated sat-nav is built in, and riders can tweak preload and damping on the fly. Fifth-generation Bosch front radar supports Adaptive Cruise Control, now with a Group Ride mode designed to keep things smooth and safe when riding in close company.

Then there’s the Automated Manual Transmission, fitted as standard on the Evo. Using a centrifugal clutch, it removes the clutch lever entirely and allows fully automatic shifting via three modes, Comfort, Street, and Sport or manual control through a bar-mounted paddle or the foot lever, which is now just an electronic switch. Quick downshifts can even be triggered by snapping the throttle shut.

There’s a Park mode too, locking the gearbox like an automatic car to stop the bike rolling on inclines. Gear order runs P-N-1-2-3-4-5-6, with the traditional neutral between first and second consigned to history.

As the range-topper, the Evo comes fully loaded: traction control, cornering ABS, tyre-pressure monitoring, keyless ignition — and yes, even a centre stand.

And for anyone feeling uneasy about relying so heavily on electronics, KTM backs it all up with a four-year factory warranty.

Prices start at $40,999 Ride Away for the Evo, undercutting its most obvious rivals from BMW and Ducati and sitting closer to Triumph’s Tiger 1200. And even with the optional Tech Pack ($1836.39 inc GST) that you’ll need to fork out for after the 1500km trial period to retain all the goodies, you’re still looking at a serious chunk of change under the German and Italian machines.

Riding impressions

I’m just under 5ft 7in, yet once aboard, I could get both feet securely on the ground, but not flat-footed. There’s no self-lowering suspension system like those found on Ducati, BMW or Harley, but immediately the 1390 feels more manageable than it appears – slimmer, less intimidating, and better balanced at low speed.

The screen is manually adjustable through 70mm, the ignition is keyless, and there’s a definite sense of high-end finish throughout. But it’s the enormous portrait dash – more tablet than tacho – that dominates your view. Backlit switchgear looks classy and is easy to use, and the whole setup encourages you to dive in and explore.

I headed straight for Custom mode, dialled back the traction control and went looking for the front-end liveliness KTM hints at in its promo shots. Riding modes don’t just alter engine response, but also rider aids and the semi-active suspension. The choice is vast, bordering on overwhelming, but everything is clearly colour-coded and intuitive. You can zoom in and out of different sections like a smartphone screen, strip the display back to the bare essentials, or hit the idiot-proof home button if you get lost.

Modes can be changed via the touchscreen or a button on the right bar, while other settings are navigated either through the dash or the backlit joystick on the left bar. Crucially, everything can be turned off and once you’ve made your choice, the bike remembers it. Switch the ignition off and on again and your preferences stay exactly where you left them. That’s refreshing.

Getting To Know Auto

KTM’s new Automated Manual Transmission (AMT) makes its debut on the S Evo and offers two options: Auto (A-Mode) or Manual (M-Mode). Select A-Mode via the right-hand switchgear, ‘Auto’ appears on the dash, and that’s it, twist and go, like a 173hp scooter. The revs rise to around 1800rpm before the bike moves off. Initially it feels odd, with no clutch lever or biting point, but take-up is smooth and controlled.

Old habits die hard, though. More than once my left hand reached for a lever that wasn’t there, particularly when coming to a stop. As a shorter rider, I rely on clutch control when balancing tall ADVs at walking pace or during tight turns on hills, so there was a moment of apprehension. In reality, most riders won’t struggle, and the system quickly becomes second nature although it’s worth remembering that blipping the throttle at a standstill, while still in gear, can lead to severe embarrassment.

There are three shift strategies Comfort, Street and Sport linked to the riding modes: Rain, Street, Sport, Off-Road, Custom and the optional Rally. The system automatically selects gears accordingly, holding onto ratios longer and backshifting earlier in Sport than in the softer modes. You can override it at any time, manually changing gears or even mixing shift strategies with riding modes.

For everyday riding, I defaulted to A-Mode and let the bike get on with it. Shifts are reasonably smooth and, because the system is tied into the IMU, it won’t change gear mid-corner at big lean angles. In touring or commuting conditions, it’s easy and polished.

Push harder, though, and I increasingly wanted more control. I found myself short-shifting or dropping a gear for added engine braking, and once riding at a proper ‘Ready to Race’ pace in the hills of Tenerife, I much preferred M-Mode, using the foot lever and taking charge myself.

In Sport Auto, the system tends to hang onto gears too long and rev too high, which can make the ride feel unnecessarily aggressive, especially in the lower ratios. Given the sheer torque on tap, short-shifting still delivers devastating acceleration. On downhill hairpins, I often wanted second gear, but the bike would roll in holding third or even fourth, limiting engine braking and forcing greater reliance on the Brembos.

That said, on long, tiring days AMT makes a lot of sense, and manually knocking back a gear by backing the throttle past closed is a genuinely satisfying way to liven things up.

Auto Support

The WP SAT suspension mirrors the gearbox in philosophy, linking itself to your chosen riding mode. With Suspension Pro fitted, you can fine-tune compression and rebound via the dash, select a dedicated Off-Road setting, or leave it in Auto, where it adapts continuously to your riding. All adjustments can be made on the move.

It’s an impressively refined setup. The differences between modes are clear, yet even Comfort retains enough control when you press on. Open the throttle hard and the system reacts instantly.

Sport mode adds further support, while anti-dive reins in the long-travel 220mm forks under heavy braking. Despite the 19-inch front wheel and adventure geometry, the S Evo is huge fun on the road. Ground clearance seems limitless and the Dunlop Trailmax Meridian tyres cope admirably with enthusiastic tarmac riding.

It’s not quite as agile as a Ducati Multistrada V4 S or BMW R1300 GS on road tyres, though. Both are astonishingly nimble for their class, and while the KTM is lighter than the Ducati, it turns a little slower, particularly with the 23-litre tank brimmed.

Braking performance has been improved with new pads and a revised master cylinder. The adjustable ABS works well but lacks the ultimate sharpness of the Italian and German competition. That may partly be down to reduced engine braking in Auto mode. Unlike its rivals, the brakes aren’t linked, and while rear ABS can be disabled, backing it in supermoto-style is all but impossible without a clutch.

Long Distance Master

Away from the stopwatch-style pace of a typical KTM press ride, the 2026 Super Adventure S Evo shows itself to be a highly capable long-distance tool. Raise the screen, set the cruise control manual or adaptive and follow the excellent integrated sat-nav. With adaptive cruise engaged, you also get braking assistance, collision warning, distance control and a Group Ride mode that recognises riding in formation.

Wind noise is low and weather protection proved excellent. Wider bars, lower pegs and a roomier riding position add comfort, while the large fuel tank and claimed economy suggest a real-world range of around 320km, or a little more.

There are USB-C charging ports, a handy phone holder above the tank, and pleasingly a proper toolkit under the seat. Old-school, perhaps, but very welcome.

Verdict

The Super Adventure S Evo feels like the most powerful bike in this class and, more importantly, delivers a huge spread of genuinely useful torque. It’s engaging and entertaining, yet also comfortable, protective and well-equipped. Heated grips probably should be standard, but at least a centre stand is. Service intervals are generous, the fuel tank is the largest in the category, (std adventure) and the four-year warranty adds welcome reassurance. At $40,999 Ride Away in NZ, it’s competitively priced against its key rivals.

As a shorter rider, I’d welcome a self-lowering rear shock something that could have been easily integrated into the semi-active suspension and some KTM owners remain unconvinced by the ‘demo mode’ approach, where rider aids are offered free before being locked if you don’t option them.

There was no off-road element to this launch, which is unusual for a KTM adventure bike, particularly one offering Off-Road and Rally modes, plus something called ‘Jump Detection’. Instead, this was a road-focused test carried out very much in the spirit of KTM’s Ready to Race mantra a challenge the S Evo relished. My main frustration remained the AMT’s reluctance to backshift aggressively under hard braking.

That said, few owners are likely to ride their 1350 Super Adventure in the manner suggested by the marketing imagery. Thanks to its breadth of ability and impressive electronic adaptability, most will simply settle into the saddle, select Auto on the gearbox and cover serious ground in comfort — and enjoy every mile of it.

There are already a few models in NZ dealers already, so if you fancy checking one out, make a beeline for your local KTM dealer.

KTM Super Adventure S Evo Gallery

Click for more

International Tester

Adam Child

Adam Child is an award-winning international freelance motorcycle journalist. Starting life at Fast Bikes Magazine before moving to Motorcycle News, 'Chad' made the move to freelance and has never looked back. With invites to virtually all the new model launches around the globe, Adam is one of the hardest working and most respected motorcycle testers in the industry. And he's also bloody quick, with lots of racing on his CV including the Isle of Man TT and national championships in the UK.

KTM Super Adventure S Evo Summary

The 2026 KTM 1390 Super Adventure S Evo is KTM’s most advanced and powerful adventure bike to date. Producing a claimed 173hp from its enlarged 1350cc LC8 V-twin, it combines class-leading performance with a standard Automated Manual Transmission (AMT) that allows fully automatic or manual paddle-controlled shifting.

The S Evo features WP’s latest semi-active suspension, an 8-inch portrait touchscreen with integrated navigation, Bosch radar-supported Adaptive Cruise Control and extensive rider aids. Priced at $40,999 Ride Away in New Zealand, it undercuts key European rivals while delivering a strong mix of performance, touring comfort and electronic sophistication.

While the AMT system divides opinion under hard riding, it excels in touring and everyday use, making the 1390 Super Adventure S Evo one of the most technologically advanced big-capacity adventure motorcycles on the market.