KTM 250 Adventure

KTM has made its adventure lineup in India more accessible with the 250 Adventure. The quarter-litre adventure motorcycle undercuts its 390 siblings by over Rs 50,000, making it one of the more affordable options in the segment. It shares the same heart as the 250 Duke and has the same hardware as the 390 Adventure. So, is this combination the perfect balance we need in a baby adventure-tourer? Let’s find out.

It might be the smaller (engine-wise) of the two KTM adventure bikes in India but the 250 Adventure still looks properly big, as it features the same bodywork as the 390 Adventure with no changes to the body panels. The few visual differences between the two siblings include the paintjob and graphics, and while the 250 gets a black frame, the 390 gets an orange one. Lastly, the halogen headlamp on the 250 gets a halogen headlamp, skipping on the LEDs of the 390, to cut down costs.

We are particularly impressed with the matte finish on the large 14.5-litre fuel tank. The metal tank has this smooth plastic coating on it that feels premium. It doesn’t get smartphone connectivity and gets the same switchgear from the previous-gen 250 Duke and not from the latest model which has toggle buttons.

The 250 Adventure has the same sensibilities as the old-gen 250 Duke. The 248.76cc single-cylinder engine is free-revving, fairly tractable and has decent pick-up. Plus, the clutch is very light and gear shifts are smooth. But the 250 Adventure is not a quick motorcycle. Considering the performance on offer, it is just a second quicker than the Royal Enfield Himalayan 411 in the 0 to 100kmph sprint, and the Himalayan 411 even makes 6PS less and weighs 22kg more. Its roll-on acceleration is almost the same as Himalayan, which is quite a surprise.

Out on the highway, the engine is happy and effortlessly cruises at 100-110kmph, with slight vibrations felt at the footpegs. One issue is the lack of power below 6,000rpm. So when you do need to overtake at higher speeds, you would have to shift down just to get that required power output. It is something that you could live with but considering that this was not as much of an issue on its naked sibling, it feels a bit disappointing on the ADV.

The 250cc engine is one of the more economical bikes to have from the Austrian bikemaker’s lineup. In our tests, it delivered a good mileage of 38.12kmpl in the city, and its highway score at 35.63kmpl isn’t too bad either. It has a 14.5-litre fuel tank whereas the latest-gen 250 Duke has a bigger 15-litre fuel tank.

The engine's easygoing nature makes it more suitable for riding through rough roads than the 390. Power delivery is smooth and consistent, giving the rider proper control over the bike. However, it's not ideal for off-roading due to its limited low-end torque.

As mentioned earlier, the 250 Adventure isn't designed for serious off-roading. However, it excels on beginner-friendly off-road rides. This is thanks to the firm suspension setup borrowed from the 390 Adventure. Combined with the smooth power delivery of the engine, this makes it more enjoyable to ride on rough roads compared to the 390 Adventure. That said, the firm suspension can be uncomfortable on the long rides. You have to be careful and avoid bumps and potholes, as even small ones can make you uneasy. This makes it less enjoyable for long trips, which in our opinion goes against the idea of buying an adventure tourer. 

The 250 Adventure has good brakes and stops well, even without sintered brake pads. We wish there was more feedback when you start braking. However, the brakes work smoothly, and the tyres handle well without any wobble. The ABS works effectively, especially in off-road situations, giving you more confidence while braking.

The KTM 250 Adventure has a spacious and decently padded two-piece seat. The bike has a relaxed and upright riding position thanks to the mid-set footpegs and easy-to-reach handlebar. The suspension setup feels firm and might feel uncomfortable at times. You have to actively ride and avoid any bumps or potholes as as even the smaller ones can cause discomfort.

With 800mm-820mm seat height, the 250 Adventure is suitable for riders of tall and average heights, but shorter riders will face difficulty in placing their feet on the ground, and might end up tiptoeing everytime the bike comes to a stop.

The 250 Adventure is a simpler motorcycle than the 390. There is no LED headlight here, no colour TFT screen, no Bluetooth connectivity and no electronic rider aids like traction control and quickshifter. The halogen headlight is the same as the previous 250 Duke, now also found on the 200 Duke and 125 Duke. The LED DRLs surround the halogen headlamp with a nice thick black bezel around it. 

The LCD console has the same shape as the 390’s TFT display. The readouts are laid similarly with a circular bar-type tachometer surrounding the digital speedometer. You get trip and fuel consumption-related data as well as a clock, engine temperature gauge and fuel gauge. While it lacks smartphone connectivity, the 250 Adventure has a provision for a GPS/phone mount. There is also a 12V charging port present on the bike.

We're not going to complain about the lack of traction control and quickshifter on the 250 Adventure. This bike is meant to be a more budget-friendly option in KTM's adventure lineup. Besides, the traction control system on the 390 Adventure didn't significantly improve the riding experience and even made off-roading more challenging. So, it's good that they didn't include it on the 250 Adventure.

The KTM 250 Adventure gets good things as well as the bad bits from the 250 Duke and the 390 ADV, making it a bit of both. It faces difficulty while handling technical trails and serious offroads, but even out on the highway you will have to be careful and avoid oncoming bumps and potholes.

While it's not the best for long highway trips like the 390 Adventure, it's more fuel-efficient and affordable. However, it requires riders to adapt to its characteristics, such as more frequent gear shifts and some vibrations. If its suspension could handle bumps better, it would be a great choice for many riders.