KTM 125 & 390 Enduro R: New Dual-Sport Bikes 2025

Dual-sport motorcycles have almost disappeared from the European scene over the past 15 years. The only exceptions have been the KTM 690 Enduro R, its siblings from Husqvarna and GasGas, and perhaps the Honda CRF300L. The latter has been the sole contender in the A2 segment, cruising along without competition for years. However, 2025 is set to shake up this seemingly dormant dual-sport segment. Following the announcement of the Suzuki DR-Z4S, KTM has stepped up with the 125 and 390 Enduro R. Sporting a Duke engine at their core, wrapped in a new chassis, with long suspension travel and serious enduro wheels, these new bikes are positioned just below the successful 690 Enduro R.

The design is sleek, functional, and almost identical to the Supermotos, as are most of the technical specs. Both models are powered by the new LC4c engine generation. In the 390 Enduro R, the engine delivers 45 hp at 8,500 rpm, while the 125 in the A1 class hits the maximum of 15 hp at 10,000 rpm. The reliability issues KTM has faced in the past should not affect these smaller LC4c engines, as they have already clocked many miles in the existing 390 Duke and 390 Adventure models, proving their robustness. The service intervals are reasonable, too. A service is required every 10,000 kilometers, and the valve clearance check isn't due until 20,000 kilometers.

A two-piece steel trellis frame, a 9-liter metal tank, and the usual WP suspension are built around the engine. This setup is based on the Gen-3 platform of the KTM Duke but optimized for offroad use. Both the 125 and 390 Enduro R models offer an impressive 230 mm of suspension travel front and rear for A2 bikes. On the 390, damping and rebound can be adjusted at the front, while rebound and preload can be tuned on the decentralized rear shock—features the 125 lacks, as it only allows preload adjustment on the rear shock.

In the cockpit, KTM features a 4.2-inch TFT display with USB-C port and smartphone connectivity. The 390 also offers various ride modes, including an offroad mode that allows more rear wheel slip and disables the rear ABS. Thanks to the memory function, the ride mode is retained even after the engine is turned off—a feature not commonly seen these days. The 125, while lacking ride modes, also offers an offroad ABS mode. Furthermore, the new enduros don't just seem to target A1 and A2 license beginners, as both traction control and even the ABS can be completely deactivated.

The braking system consists of Bybre components with a 285 mm disc at the front and a 240 mm disc at the rear. This differs from the Supermoto siblings, which feature a larger 320 mm disc and a radially mounted caliper. Aside from that, there are minimal differences in the steering head angle, trail, and a 22 mm shorter wheelbase on the SMC R models. However, the suspension travel of 230 mm is identical.

The large wheels on the enduros, with 21-inch at the front and 18-inch at the rear, raise the entire bike, providing a bit more ground clearance and a three-centimeter higher seat height of 890 mm. The wheel dimensions of the Enduro R models are serious: 90/90-21 at the front and 140/80-18 at the rear. According to our images, the 125 Enduro R is equipped with Mitas Enduro Trail+ tires, while the 390 Enduro R comes with Metzeler Karoo 4 as the original tires.

There were also several other detailed adjustments and innovations, such as improvements to the gearbox (better shifting feel and smoother shifts between 5th and 6th gear), the air filter (optimized for the Enduro R), the new underfloor exhaust, the fuel injection system, the swingarm, and the cylinder head. After all, the new KTM models must comply with the stringent Euro 5+ emissions standards.

All of this leads to what is perhaps the most frequently criticized aspect of the new Enduro R models' technical specs. Even in the Supermoto Video, many viewers expressed their dissatisfaction with the weight of the new bikes. The 125 Enduro R weighs in at 152 kg ready to ride, and the 390 at 159 kg. This doesn't compare favorably with other supermotos or enduros, as even KTM's own 690 Enduro R weighs about the same with nearly double the power. Historically, there are many examples with better power-to-weight ratios. However, there are reasons for this: Strict emissions standards and modern regulations certainly don't make lightweight construction easy. The bigger reason for the extra weight is the A2 class rule: A maximum of 0.2 kW, or 0.27 hp, per kilogram is allowed. This means that an A2 bike with 48 hp must weigh at least 177.8 kg. For 45 hp, it's at least 166 kg, where the 390 Enduro R will likely have to position itself when fully fueled. Fortunately for KTM, the same applies to its direct competitor, the Suzuki DR-Z4S, which has also faced criticism for this.

The comparison between the new KTMs and the Suzuki is going to be fierce. With a price of €6,999 for the 390 Enduro R in Austria and €6,299 in Germany, the KTM is significantly cheaper than the rumored price of the Suzuki. However, the Japanese engine might deliver a bit more low-end punch, making it more appealing for enduro use. On the other hand, the KTM offers a 6-speed transmission, while Suzuki sticks with the long-criticized 5-speed gearbox. You can see, this comparison will be really exciting. Fortunately, we won't have to wait long for the KTM 125 and 390 Enduro R models, as they are expected to be available from the first quarter of the 2025 season.