Doubters need look no further than KTM’s 390 lineup for proof. First, the 390 SMC R crashed the supermoto party with its $5,499 price tag. Now, three new entries — the 390 Enduro R, 390 Adventure X, and 390 Adventure R  court those with an appetite for dirt and a case of wanderlust. It’s easy to see the overlap between the three new models, but key differences make them suited for vastly different aims. 

Shared lineage

Before we dive into their differences, it’s worth identifying their common building blocks. All three 390s receive the same updated 399 cc single that debuted in the 390 Duke. That means each model produces 44.3 ponies (at 8,500 rpm) and 28.8 foot-pounds of torque (at 7,000 rpm). KTM then bolts that thumper to a two-piece trellis frame. 

The design is derived from the 390 Duke’s frame, but KTM altered the steering head angle, triple clamps, subframe mounts, and rigidity profile to suit each bike’s purposes. The Enduro R and Adventure range also share the same die-cast aluminum swingarm, which yields a longer wheelbase (compared to the Duke). From there, the 390s take slightly different routes, but end up at very different destinations.

Venture Out

As the least dirt-curious model of the bunch, the 390 Adventure X is the direct heir to the outgoing 390 Adventure. That’s made abundantly clear by the pavement-biased tires spooned onto the model’s 19-inch front and 17-inch cast wheels. The suspension is but another marker. The 43 mm WP Apex fork is non-adjustable while its WP Apex shock offers preload adjustability. Both lift the Adventure X to 7.8 inches of travel fore and aft. That’s more travel than its predecessor (at both ends), but it’s nowhere near the 390 Adventure R’s.

With nine inches of travel all around, the R-spec model lets its off-road ambitions be known. Its WP Apex front end benefits from 30 clicks of compression and rebound adjustability. The WP shock isn’t far behind, with 20 clicks of rebound adjustability and several preload settings. A 21-inch front wheel, an 18-inch rear wheel, and Mitas Enduro Trail E07+ tires only solidify the Adventure R’s off-road pedigree. It shares many of those components with its dual-sport relative.

The 390 Enduro R boasts the same suspension as the Adventure R. That includes its nine inches of travel and range of adjustability. KTM even designed a different airbox for the two models, which allows the engine to sit higher in the frame for added ground clearance. That’s where the similarities end, though. 

A 3.7-gallon gas tank encourages the Adventure R to hit the open road and a rally tower provides extra comfort on those journeys. On the other hand, the Enduro R’s Metzeler Karoo 4 tires and dedicated ABS button are more trail-friendly. It’s also worth noting that the Enduro only receives the essential rider aids and a downsized 4.2-inch TFT display. 

The difference in equipment equates to a difference of 37.5 pounds, with the 390 Enduro R weighing a claimed 350.5 pounds and the 390 Adventure R tipping KTM’s scales at 388 pounds. That alone defines the two platforms and their intended pursuits. Still, all three models will be working on one common goal: putting more behinds in KTM saddles.

That mental barrier to purchase also exists for the 390 Adventure X and 390 Adventure R, but unlike the Enduro R, they have to contend with formidable competition. After all, the small-bore adventure category is becoming increasingly crowded. The Royal Enfield Himalayan and CFMOTO Ibex 450 already staked their claim in the field and BMW intends to do the same with its upcoming F 450 GS. That’s why the X and R are coming out swinging, starting at $5,899 and $6,999, respectively.

I’ll be the first to say that KTM’s new 390 models are the step in the right direction. But, there’s a vast gulf between thinking something is cool and thinking it’s worth purchasing. Now more than ever, that gulf seems bigger for KTM customers.

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That’s what I said when Triumph unveiled the 2025 Speed Triple 1200 RS. 

After all, Hinckley just overhauled the Speed Triple for the 2022 model year. The brand advertised that refresh as a “Performance Revolution” and for good reason. From horsepower to handling, the Speed Triple reached new performance heights. 

It’s difficult to characterize the model’s latest update in the same manner. It may not be a “Performance Revolution” but the Speed Triple still picks up key additions in 2025. Revisions that stand to make it more formidable on the road and track. 

Picking up the pieces

Mere months after the Speed Triple RS’s debut, Triumph introduced the Speed Triple RR, a neo-retro rendition of the super naked. In addition to its bubble fairing and clip-on bars, the double-R boasted Öhlins Smart EC 2.0 electronic suspension and Pirelli Diablo Supercorsa SP V3 tires. Unfortunately, the RR’s run was short-lived. It won’t return to Triumph’s lineup in 2025. Instead, the RS will pick up some of its leftover pieces. 

The Pirelli rubber comes over unchanged. The same can’t be said for the Öhlins suspension, which graduates to the Smart EC 3.0 system. Triumph claims the semi-active suspenders perform faster adjustments thanks to new spool-valve technology. The system’s Objective Based Tuning Interface (OBTi) continuously monitors and adjusts damping characteristics according to the rider’s preferences. That’s because OBTi allows users to dial front and rear firmness, braking support, acceleration support, cornering support, and cruising support.

That’s not the only new tech the Speed Triple gains. The wheel lift control system now offers four levels of adjustability thanks to IMU inputs. Of course, the model still boasts a full suite of rider aids, including engine braking control, brake slide assist, cornering ABS, and lean-dependent traction control.

Minor adjustments

Incremental changes also define the new Speed Triple’s engine. The 1,160 cc triple now produces a claimed 180 horsepower (at 10,750 rpm) and 94.4 foot-pounds of torque (at 8,750 rpm). Triumph attributes that three-horsepower and 2.4-foot-pound gain to a “new, free-flowing exhaust system,” which helps to “streamline gas flow.” It also states that those updates are a direct result of its Moto2 engine development.

Triumph also made minor tweaks the rider triangle, with a wider handlebar mounted slightly higher than on the outgoing model. However, the seat and footpeg height remain the same, so legroom goes unchanged. 

The 2025 Triumph Speed Triple 1200 RS starts at $19,995. It’s scheduled to arrive in U.S. dealerships in March 2025. Around that time, Zack will take the updated model for a spin on the road and around the track. If there’s anything you’d like Z to cover, let him know in the comments. 

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The industry will face both old and new issues over the next four years, said Scott Schloegel, senior vice president and head of the Government Relations Office for the Motorcycle Industry Council. The MIC’s two main areas of focus on the legislative side haven’t changed: funding for the Recreational Trails Program (RTP) and the various laws being enacted at the state level to restrict use of PFAS or so-called “forever chemicals.”

Gasoline taxes are used to pay for highway construction and also for off-road trails through the RTP, but off-road riders have long complained that the amount of taxes they pay is far larger than the share of funds that go to the RTP, and part of the RTP funding is for non-motorized trails. Schloegel noted that Sean Duffy, Trump’s nominee for Secretary of Transportation, and Doug Burgum, the nominee for Secretary of the Interior, are from Wisconsin and North Dakota, respectively, are familiar with outdoor recreation issues, and are likely to be supportive of the MIC’s goals in this area.

PFAS laws, which we’ve written about before, have the potential to affect a wide range of products in the industry because the chemicals are used in everything from waterproof riding gear to O-rings and gaskets. Since regulations are being introduced in various forms in different states, the issue is also a more complex and time-consuming one for the MIC.

Aside from those old issues, the newest and most uncertain issue that could affect the industry is Trump’s threat to impose broad tariffs on imports.

The top three countries that import goods into the United States are, in order, Mexico, China, and Canada, Schloegel noted. Trump has talked of imposing 25% tariffs across the board on imports from Mexico and Canada and increasing tariffs on goods from China. And there’s no guarantee that tariffs would end there, because not only does Trump favor them, but he has packed his Cabinet with others who support them. Considering that everything from apparel to motorcycle parts and components are sourced from locations all over the world, this issue “could have a devastating impact on all of us,” Schloegel said.

The reality is that tariffs are far from free money. The added costs will either be absorbed by the seller, reducing profit margins, or passed on to the consumer, raising end prices, Schloegel said.

“Mexico doesn’t pay it. Canada doesn’t pay it. China doesn’t pay it. We pay it,” Schloegel said. “It will also have an extremely inflationary impact on the United States.”

Schloegel said there are a couple of reasons to be hopeful, however. While Trump has often talked about taking actions “on day one,” reality may be a little different. Schloegel noted that when Joe Biden enacted some tariffs, they were proposed in May but didn’t take effect until September because of the usual processes followed for putting them in place. To get around that, Trump would have to take an extraordinary measure such as declaring a national emergency, which could face legal challenges.

Some segments of the motorcycle industry could also benefit from exceptions, as well. Schloegel noted that during the first Trump administration the industry got an exemption for tariffs on imported motorcycle helmets, to give one example. Why? No DOT-approved motorcycle helmets are manufactured in the United States so putting a tariff on imports did nothing to help any U.S.-based business. If broad tariffs are enacted, then the focus will likely shift to the tedious detail work of lobbying for exceptions, which doesn’t get the headlines that 25% tariffs across the board do.

This inauguration day, even more than most, the regulatory landscape is shifting and uncertain and the motorcycle industry will no doubt face some more surprises over the next four years.

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Barcelona-based startup Stark Future became the overnight darling of the electric motorcycle industry when it debuted the VARG e-motocrosser in 2021. Ten thousand pre-orders and widespread critical acclaim followed soon after, solidifying the upstart’s position within a segment where others before it had not survived. Now, Stark Future hopes to expand upon that success by introducing its first road-legal enduro: the VARG EX.

Much of the EX is based on the off-road-only VARG MX model. That includes its tubular steel frame and carbon-fiber subframe, which the brand claims “doubles as a cooling funnel for the drivetrain.” While the EX still utilizes its battery as a stressed member of the frame, Stark outfits the electric dual-sport with a larger 7.2 kWh power pack (compared to the MX’s 6.5 kWh battery). 

Those extra kilowatt-hours push the model’s range somewhere between 1.3 to 6 hours. According to Stark, that’s a 20% range increase over the MX (even though it reports up to 6 hours of riding time for the electric dirt bike, as well). The Spanish firm also lists a two-hour recharge interval when using the EX’s supplied 3.3 kW charging stand. However, that rating is based on 240-volt outlets commonly found in Europe. U.S. households are often equipped with 120-volt sockets. Stark does offer an adapter for such cases, but that method also extends charging times.

Whether purchased in the 60-horsepower Standard variant or the 80-horsepower Alpha package, the VARG EX offers customizable power delivery, engine braking, and regenerative curve settings via its handlebar switch (five available modes).

While the EX borrows heavily from the MX, pivotal changes prep it for the dual-sport life. First off, Stark Future recalibrated the KYB suspension for enduro duty. Meanwhile, a 4,000-lumen headlamp, sleek taillight, and integrated license plate holder come in handy when it’s time to jump back on the pavement. All U.S.-bound units will come stock with a foot-operated rear brake pedal, but Stark will also include a hand brake (not mounted) for off-road use only.

Each EX also includes Stark Arkenstone, a detachable Android-powered device that functions as the onboard system’s user interface. Arkenstone not only allows riders to adjust power settings on the go but also offers turn-by-turn navigation and GPS recording features.

Pre-orders for the VARG EX are currently open, with the 60-horsepower model starting at $12,900 and the 80-horsepower flagship going for $13,900. Both options are available in Stark Red, Snow White, and Forest Gray color schemes. Stark estimates that the first VARG EX shipments will arrive stateside in Q1 2025.

Unlike the MX, which is meant for closed-course motocross tracks, the EX is built to explore trails and backroads. For that reason, its practical range is much more significant. The only way to attain that information is to ride the VARG EX, which we at Common Tread hope to do in the first half of 2025. Until then, let us know what you think of Stark’s first road-legal offering, and drop any questions you have in the comments.

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When it comes to symbolism, it seems no products are more American than bourbon and Harley-Davidson motorcycles. At least it feels that way — because when talk of trade wars and retaliation starts up, as it is right now, whiskey and motorcycles get targeted.

When president-elect Donald Trump recently talked about putting a 25% tariff on all goods entering the United States from Mexico and Canada as a way to pressure the neighboring countries on border issues, Canadian Prime Minister Justin Trudeau mentioned the last round of trade policy retaliation in 2018 during the first Trump administration, when Harley-Davidson motorcycles were targeted, along with other American products. With Trump threatening tariffs on a variety of countries, should Harley-Davidson be worried?

Well, maybe. A little. But let’s try to look at this without some of the far-too-common “Oh my God Harley’s doomed” hyperbole.

In 2023, 60.5% of Harley-Davidson’s retail sales of motorcycles were in the United States. The Asia Pacific region and the EMEA region (Europe, Middle East, Africa) each accounted for just under 17% of sales. In case you’re wondering about that emerging spat with Canada, 4.6% of sales were made north of the border, or 7,422 motorcycles.

In the first Trump administration, Harley-Davidson got dragged into a dispute with the European Union when the U.S. government imposed tariffs on steel and aluminum. The EU threatened to slap a 56% tariff on Harleys, which the company estimated would have cost it at least $200 million a year.

Harley-Davidson initially got around the tariffs by shipping motorcycles built at its Thailand plant to Europe and saying they weren’t from the United States. That won’t work in the future, because an EU court ruled against that approach and, in any case, the EU can always just put tariffs on a company’s products regardless of where they are produced.

In the end, the trade dispute was resolved after the Biden administration took over.

Since the scenario is different this time, with the president-elect talking about tariffs on goods from China, Canada, and Mexico, in addition to the EU, the events from the first Trump administration may not be all that helpful in guessing what will happen this time. But with Harley-Davidson and other companies already revising downward their sales projections for this year, new tariffs won’t help.

And then there’s another potential twist that’s even more speculative. What if Harley-Davidson got hit by tariffs from the other direction? As we reported earlier this year, for the first time ever Harley-Davidson will be building motorcycles outside the United States that will be sold in the U.S. market, specifically its Revolution Max models, the Pan America, Sportster S, and Nightster. That’s a change of policy because previously the motorcycles built at plants abroad were destined only for foreign markets.

Listen, because of the company’s symbolic prominence, there tends to be too much hysteria all around when it comes to discussions of Harley-Davidson. I noticed a headline on another motorcycle web site that literally asked “how long can it survive” on a story about the company, despite a down quarter, posting a profit — not a loss, a profit — of $119 million for the three-month period. Then you have outrage-farming YouTubers who, for their own personal gain, attack the company for being too “woke” and you have legions of other people loving and hating the company beyond reason… just because it’s Harley-Freakin’-Davidson, y’all.

Setting aside the overreactions, it’s not hype, however, to say that new tariffs and resulting retaliatory measures could add one more headwind (or headache) for the U.S. motorcycle company with by far the most international sales. When foreign governments go looking for a juicy, symbolic, American target, it’s easy to think of a Harley-Davidson.

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