This is one of the most important comparisons in the small adventure-bike segment - the 2025 KTM 390 Adventure X against the Royal Enfield Himalayan 450. And though this is not the full-fledged KTM 390 Adventure (the one with spoke wheels and adjustable suspension), the 390 Adventure X will still very much do.

There are two perspectives to this comparison - a comparison is inevitable merely because two similar things exist in the same market. But it is also important because the new Himalayan is, in fact, one of the best adventure-tourers below 500cc, especially on budget!

And to me, it is surprising that it’s Royal Enfield who has created such a worthy motorcycle and brought the challenge to KTM. It has taken time for me to realise that Royal Enfield could build such a radically better motorcycle to replace the first-generation 411cc Himalayan. The new Himalayan, on its own, turned out better than I thought it would be when we reviewed it some time ago.

First of all, I would choose the new Himalayan over the previous generation 390 Adventure all the time, and that’s majorly because I could never like the way it looked. And I’m very familiar with the old 373cc KTM engine, I had a first-generation RC 390, rode it for four years. We also have a gen-2 390 Duke since 2018 and I ride it too occasionally. So I’m well aware of its performance capabilities.

I would say that compared to the previous KTM 390 Adventure, the new Himalayan is a better motorcycle overall - it looks great, it is very comfortable, handles exceptionally well for what it is, and goes fast enough for a single.

But now, the choice is not so straightforward…

The all-new 390 Adventure X is a good improvement over the previous one. The new one actually looks good, has better suspension, better ride quality, and performance. But the seat is a downgrade. It is terrible in one word.

But how does the 2025 KTM 390 Adventure X fairs against the new Royal Enfield Himalayan? Both motorcycles are good looking and it’s not easy for me to decide which one I like looking at more. Both are well-proportioned and look good from all angles. But I clearly prefer the tail of the new Himalayan over the new 390 Adventure X. Overall, the new Himalayan and the new 390 Adventure X are handsome motorcycles that look good while parked and on the move. They make their riders look good too.

Also, I like that the personalities of the two companies are reflected in their respective colour choices. Orange is an integral part of KTM and it gives a lively and playful personality to the 390 Adventure X. Even the white colour has touches of orange here and there. Similarly, Royal Enfield’s choices of white/beige, grey, and black colours have a sense of maturity and intensity in its approach towards adventure touring.

Their respective designs have a great impact on how these motorcycles feel while riding. The impact of design doesn’t just end at the looks.

The new 390 Adventure X is slimmer than its previous version and it’s clearly slimmer than the new Himalayan as well. The obvious benefit of this is that it’s become easier to manage, the seat height (825mm) doesn’t feel as intimidating as it could have.

The bike also feels more controllable than before and overall, it feels nicer to manage than before. But, the thinness has completely compromised the seating comfort of the motorcycle. The new single-piece seat is slimmer but also has thinner padding and whatever is there is quite hard as well. It gets uncomfortable quite quickly. Even an hour’s ride becomes almost unbearable especially in city traffic. That is completely heartbreaking because the riding ergonomics are otherwise quite spot-on.

I do not have a problem with the seat’s width, but it needs to have thicker padding which might also remove its hard feel.

But the motorcycle still feels substantial enough which adds to its road presence. The X looks quite fantastic in motion.

The new Himalayan, on the other hand, does not have a semi-fairing like the KTM; its main visual component is the fuel tank, it is substantial and gives a big, muscular appeal to the motorcycle. Its tail section is absolutely sleek and personally, I like it over the KTM’s. There’s a nod to the Ducati Scrambler in there but that’s not a bad thing, executing inspiration in a good, effective manner like this is perfectly fine.

The Himalayan isn’t as thin as the 390 Adventure X but it strikes a good balance between being big enough and small enough for a 450cc adventure bike. Even with its generally subdued colours, the Himalayan has a fantastic road presence due to its overall substantial appeal.

And that has its own benefits over the X - like fantastic seating comfort. The Himalayan’s seat is everything good that the X’s seat is not. While both the seats are flat enough, the Himalayan’s unit is wider and has much better padding for undoubtedly better overall comfort. This is one area where the Himalayan is the clear winner with no second thought involved. And it’s the same with the pillion seat as well.

Beyond the seats, the Himalayan and the 390 Adventure X compete more closely in other areas, although, neither gives up its personality even if they’re evenly matched.

And nothing adds personality to a motorcycle like its engine… Both motorcycles have engines that complement their chassis very well. Their engines and chassis allow each other to shine.

One thing about the 390’s engine is that no one can ever complain about the performance it offers, and that’s been true since it was 373cc. It’s a single-cylinder powerhouse, no questions about that!

The new 399cc engine is more powerful and is tuned for a more linear performance. Work has been done to make it more tractable and flexible so that it feels easier to manage at low-mid RPMs. And things are better than before, but it is still jerky at low to mid RPMs or half closed/opened throttle.

But, as always, performance is there and it is still the craziest single-cylinder beginner-class engine out there. Like before, it continues to feel at its best when ridden at higher RPMs and the engine definitely feels nicer in the sense that it feels more controllable. And I have noticed that this feeling of better control with the new engine has become quite controversial with some riders - it has got them divided. Some feel that this engine has lost its aggressive edge, some even say that it has become a bit docile compared to the previous-gen.

I think that’s nonsensical. The new engine is more powerful but its drivability has improved. How is that a bad thing? There’s still that plenty of high-RPM rush that the 390 has always been known for. It is very much there.

What’s wrong with this engine is also what was wrong with the previous one - low-mid RPM fueling. The new engine’s comparatively better tractability gives an impression that the low-speed fueling has improve, but really it hasn’t. Another thing about the 390 Adventure X is that the throttle feels a little heavier (compared to our gen-2 390 Duke). And though I have taken a short ride on the new 390 Duke around an year back, I don’t remember how its throttle actually felt.

The new Himalayan’s engine is similar to the X’s in the way that it is also an eager performer. This is the first ever and the only single-cylinder by Royal Enfield that feels really alive, it is full of energy, and that energy comes quickly.

Compared to the 390 Adventure X, the Himalayan has a bigger engine at 452cc and it’s RE’s first liquid-cooled engine with DOHC and 4 valves . It produces only 1 NM of torque more than the KTM’s engine at 40 NM and it comes at 1,000 RPM lower at 5,500 RPM. The result is that the Himalayan’s engine feels torquey everywhere, right from the get-go.

The Himalayan also has a lighter-feeling throttle comparatively and I’m happy to say that it’s a spritely motorcycle even against the KTM. It is so incredibly surprising because who would have thought that a Royal Enfield could be described in such a manner against a KTM!

Of course, the Himalayan is not necessarily faster than the 390 Adventure X, but it can hold its own. The KTM, in all likelihood, has a better top end. The Himalayan displays incredible composure, precision, and agility in city traffic and though it’s quite heavy at 196 kg, it doesn’t feel so as soon as it’s moving. That 452cc engine produces very satisfying performance for our riding conditions at least. Even against the KTM, the Himalayan is a highly capable motorcycle.

However, the Himalayan’s engine has its own frustrating characteristics, like it is noisy and harsh. It is not a smooth unit by any means but, like the KTM, it can be lived with because the performance is there. This is the first single-cylinder Royal Enfield motorcycle that doesn’t disappoint on a highway. It will not resist triple digit speeds and the power will give you enough confidence to move out of trouble as well.

Talking of confidence, the braking is another area where the new Himalayan impresses very much. Have I mentioned yet that this motorcycle is completely opposite of what my Himalayan is? I have a 2019 model with the first-gen 411cc air/oil-cooled engine and its brakes are one of its biggest disappointments. It will cruise around 100-110 kph but you’ll wish that you don’t have to use the brakes in tricky situations at those speeds!

The new Himalayan is as different as night and day and so is its braking performance. Compared to the previous Himalayan, the brakes on the new one are phenomenal. The front brake has the bite and the feedback that the previous one never had. There’s force into it which gives you the confidence to ride the motorcycle quick and fast and even aggressively. These are really good brakes.

Handling is another one of the major highlights of these two motorcycles. Although the difference in their weight is quite big - the 390 Adventure X weighs 181 kg and the Himalayan weighs 196 kg - both bikes are extremely fun and involving to ride.

The 390 Adventure X, built on the new 390 Duke platform, delivers handling that feels more natural than before. It is precise but not overly reactive to the rider input. The handling characteristics can be described as smooth and flowy. The X is confident and fun around corners. However, it is possible that the Himalayan feels better over bad roads and speed breakers.

The Himalayan too displays similar handling dynamics - fun and highly involving. It is the sharpest handling motorcycle that Royal Enfield has ever made and it happens to come with a 21-inch front wheel!

The Himalayan, surprisingly, is nowhere less responsive compared to the new 390 Adventure X when it comes to agility, navigating traffic, and going around corners. In fact, because the Himalayan is more comfortable at all times, it actually feels nicer to handle and to ride. What a pity for the otherwise capable 390 Adventure X.

It feels all the more impressive because it’s a Royal Enfield, whose motorcycles have never been known to be aggressive, sharp, and precise. But the current Himalayan has been in the market for a while now and it has proven its worth (and it seems to be a hit globally as well, not just in India). It is a solid motorcycle by all means, I believe.

The 390 Adventure X and the Himalayan are so interestingly similar in terms of how they navigate through traffic. The KTM, like the new 390 Duke, has a much more intuitive manoeuvrability which really feels nice and confident inspiring.

Now, the riding position on both motorcycles is similar, but I was leaning a tiny bit forward on the 390 Adventure X and on the Himalayan, I was completely upright. Both motorcycles make the rider feel commanding, but on the Himalayan, the feeling is enhanced. If comfort is one of your biggest criteria, which it is on an adventure-tourer, then the Himalayan has got the new 390 Adventure X beat by a mile. The KTM doesn’t stand a chance unfortunately, but it should have!

I also feel that the Himalayan is more plush and scores higher in terms of overall ride quality, especially on bad roads. That’s majorly because the suspension on the Himalayan is a touch better - those Showa big piston forks and the rear shock absorber are tuned to absolutely satisfying level - and also due to its 21-inch front wheel. The suspension on the 390 Adventure X is very impressive too, but the Himalayan’s is just better.

Another thing that I’m highly impressed about with the Himalayan is how manageable it feels as soon as you start riding it. Sure that 196 kg weight is felt in its entirety while lifting the bike from its side stand, but the feeling is quite the opposite when on the move. The Himalayan hides its weight extremely well. This motorcycle is perhaps the most well-engineered motorcycle that RE has ever made. The other one could be the Classic 650 but I haven't ridden it yet.

But be aware that the 390 Adventure X is still not the closest competitor to the new Himalayan - that pleasure actually belongs to the full-fledged 390 Adventure with its 21/17-inch spoke wheels. But the 390 Adventure X and the Himalayan are closely priced (at INR 2,91,140 and INR 2,85,000 respectively), while the 390 Adventure is priced at INR 3,67,699, but it gives you adjustable suspension and tubeless spoke wheels.

Between the new Himalayan and the 390 Adventure X, I would have loved to choose the KTM but its seat is just too uncomfortable for me. Now I understand that I can get the seat modified or get a custom seat made, but that doesn’t guarantee the desired result. But the KTM has a better reputation for its chassis strength while the Himalayan is proving itself well too. But because in their current forms the Himalayan offers much more long-distance comfort, and is a better motorcycle especially for two-up riding , it is the Himalayan that wins for me.