2020 KTM 250 Adventure: First Ride Review

The Visuals

Have a glance at the 250 Adventure from the side and you’d know that it heavily draws styling cues from the 390 Adventure which in turn takes inspiration from the KTM 450 Rally. And since most of the 250 Adventure’s bodywork, including the exhaust, wheels, and tail lamp is the same as its bigger sibling, one would even confuse it for the 390 ADV when viewed for the first time.

Although thankfully, the paint schemes and ‘250’ badging on the tank shrouds set it apart and so does the headlamp unit. Now, this headlamp consists of an LED DRL and halogen bulb rather than the full-LED unit on the 250 Duke. Moreover, the tail lamp and turn signals are all LEDs.

All of its components and bodywork are well put together to give the 250 Adventure sturdy build quality. Yes, the fitment of the tank shrouds could have been better, but then again it's a rather small chink in its otherwise robust quality. I even found the quality of paint to be better on the 250 than on the 390 Adventure which seemed to have a plasticky feel to it.

The Package

KTM has equipped the 250 Adventure with an adequate list of features that is more utilitarian than fancy. To begin with, it gets a black on white LCD. While it doesn’t get Bluetooth connectivity like its older sibling, the unit offers necessary information like average fuel consumption, fuel range, average speed, gear indicator, and engine temperature along with a clock, two trip meters, and odometer.

The KTM 250 Adventure also sports an adjustable windscreen, backlit switchgear, large engine guard, sump guard and a 12V charging socket as standard. Furthermore, the motorcycle comes with an ‘Off-Road’ mode that essentially turns off ABS to the rear wheel.

The Ride

The KTM 250 Adventure has a tall seat height of 855mm which can seem intimidating at first. However, once you swing your leg over, anyone around 5’8’’ would be surprised to find both feet almost planted on the ground. This is thanks to the slim fuel tank and design of the seat. Speaking of which, the seat is spacious enough for taller riders and has cushioning so soft that the backside feels right at home from the start.

And it continues to feel plush even after a long time in the saddle. KTM has also got the riding triangle spot on. With a wide handlebar, it is not only easy on the highway but also in the city as it offers good leverage and a short turning radius to maneuver around tight spots and traffic. Although, the ergonomics when standing up and riding aren't the best with the lack of grip on the tank and the need to bend forward to properly hold on to the handlebar. Moreover, with a kerb weight of 177kg, the 250 Adventure is not light and requires a bit of effort when moving around in parking.

Nevertheless, on the go, the weight is hardly noticeable and even with a higher centre of gravity than the Duke, the KTM 250 Adventure moves around with the agility of a feisty three-year-old. But, it isn't as hooligan as you'd expect a KTM to be-and that's a good thing when riding in the city. The 248cc, single-cylinder motor borrowed from the 250 Duke offers smooth and linear power delivery all through the rev range. It is also pleasantly tractable and configured with a tall gearing which means you wouldn't be shifting as much to stay in the lower rpm band.

However, to keep things interesting, the 250 Adventure has a strong top end. With a burst of power coming in the mid-range the engine revs happily to 9500rpm and is happy to cruise at 120kmph. While it is capable of hitting a top speed of 136kmph, the buzz which was present on the footpegs and seat from lower speeds turns into prominent vibrations. However, the slick-shifting six-speed gearbox and a beautifully light clutch pull compensate to improve the ride experience, proving to be especially helpful in heavy traffic conditions.

Now, the KTM 250 Adventure uses the same suspension setup as the 390 Adventure with 43mm upside-down forks for the front and a mono shock at the rear both sourced from WP Suspension. What this setup provides is plush ride quality over minor undulations and small bumps in the tarmac. On larger bumps, the rear does feel stiff but never unpleasant. And as you try to jump the 250 Adventure over speed breakers or a small heap of mud, the suspension complies and plays along like a happy puppy.

Although, with the front bottoming out when the going gets tough, the 250 Adventure would surely prefer broken roads over no roads any day. As for braking, the motorcycle employs a 320mm disc held on by a four-piston caliper for the front and a 270mm disc with a single-pot caliper at the rear. While this setup is the same as the 390 Adventure and feels decent there, the brakes on the 250 feel spongy, lacking initial bite and feel at the front.

Conclusion

Priced at Rs 2.48 lakh (ex-showroom), the 250 Adventure costs Rs 34,000 over the KTM 250 Duke. So is it worth the extra money? Not completely. It does offer extra comfort, a new instrument cluster, and a 12V charging socket, but these are not enough to make a strong case for the 250 Adventure which doesn’t have anything special to aspire for.

But then again, its main purpose is to serve as an affordable alternative to the 390 Adventure which costs Rs 3.05 lakh. Apart from costing less, the KTM 250 Adventure also offers linear power delivery making it accessible to new riders and customers upgrading from 150-200cc motorcycles. Not to forget, better fuel efficiency figures as well. And although the 250 Adventure is nearly Rs 58,000 more expensive than its biggest rival- the Royal Enfield Himalayan, it makes up for the higher price with high-quality components, better features, and performance too. To conclude, we did like the KTM 250 Adventure, however, it would do better with improved braking performance and more aspirational value and appeal overall.

Photography by Kaustubh Gandhi