13000kms of trails and highways, 1 off road race, 1 major accident and countless moments of mad fun later, here’s my long term review on the new 2025 KTM 390 Adventure S.
I took delivery of the bike around March 2025. It’s June 2026 now and I’ve spent close to 14k kms on it. I rode it across all kinds of terrain – on road, off road, flat and enduro dirt tracks, on highways and for daily city commutes.
In no particular order here’s what I liked and disliked about 2025 KTM 390 Adventure S.
Pros of 2025 KTM 390 Adventure S
1. Ergonomics
I used to own a Himalayan 411 which I modified a lot. I loved that machine for its ergonomics. When I was looking to upgrade, I couldn’t find any motorcycle in the market that matched its comfort and ease of riding, not even the new Himalayan 450.
When KTM announced the new adventure I was excited to try it out. I went to IBW in Goa in December 2024 to just see the bike in the flesh. We weren’t allowed to ride then. But the moment I sat on the bike, I felt at home.
Both the seating and standing position on the bike felt perfect for my frame. It felt so natural and similar to my modified Himalayan. I couldn’t believe how comfortable and easy it was for me to adjust myself on the bike.
I sat on it like 7-8 different times in the 2 days we were in Goa for the IBW. Once I test rode it months later when it was launched in Bangalore, I loved it and fell for the riding comfort the new Adventure gives.
The foot pegs are perfectly placed. The rider triangle is perfect. The seat and the fuel tank are narrow so that you can hug the bike nicely especially while standing without compromising on the comfort. IMO, KTM just struck gold with the ergonomics on this bike. It makes riding this machine, easy and less intimidating than its competitors in the market.
2. Weight Distribution
I absolutely love the weight distribution of the 2025 KTM 390 Adventure. The moment I sat on it during IBW, the bike just lifted half way up from the side stand even before I laid my hands on the handle bar. It felt so light and nimble. Even though it weighs almost same as the Scrambler 400X, this feels much easier to handle at slow speeds and on the parking lot.
A lot of it has to do with the underbelly exhaust I think. The mass is far down that the bike leans a lot better. And being so light, it bounces back up with just a push of the feet on trail rides. If it were for any other bike I’d have dropped it for safety. Both at stand still and while moving, you don’t feel the weight at all.
This feeling of such low weight gave me the confidence to venture into terrain that otherwise I’d have thought twice and inspired me everyday to push further and to skill up at a faster pace. Even to pick it up from the ground if it falls, it’s the easiest compared to its competitors.
3. Performance
Some would say 2025 KTM 390 Adventure feels underpowered compared to other KTMs but coming from a bullet and then a Himalayan, this is plenty powerful for me. Whack open the throttle and this bike just flies.
The engine has plenty juice left even at 8k rpm. When you’re cruising on the highway at 120, it’s easy to quickly overtake a faster vehicle without downshifting. It’s pulls through very easy. The power delivery in off road mode is very linear and predictable. It’s not intimidating and overtly aggressive for a beginner. The power delivery is tame yet wild at the same time. It’s easy and fun to do wheel slides on this bike.
I absolutely love the crawl feature. Losing the low end tractability for trail riding coming from a Himalayan 411 was the one thing that I feared the most about this bike but I was pleasantly surprised the first time I took it for a test ride.
Even before the first service I went on a few trails just to make sure the crawl feature worked well in the real world scenario and it absolutely does. Even through uneven terrain elevation, the bike just chugs along like a long stroke engine even at second gear in crawling speeds without the need for feathering the clutch.
Unlike the older generation which I managed to stall 5 times during a 2km test ride in the city, I’ve never managed to stall this bike even once during any trail rides or bumper to bumper traffic. It’s brilliant. Hats off to KTM. I don’t miss my Himalayan 411 at all for the low end tractability.
4. Quick Shifter
I love the quick shifter on this bike. It’s smooth and functional. It’s helpful in city commute and lots of fun on the highways. For 90% of the downshifts, I use the quick shifter. It gives a steady engine braking on deceleration.
To whack open the throttle and to use the quick shifter for upshifts is mad fun! The clutch action is very light. The nimbleness of the bike and the light clutch makes this bike effortless on city commute. I got so used to it that now when I ride a bike without it, it feels annoying and weird. This bike has spoiled me in that aspect.
I use it on dirt track too. Even during aggressive downshifts, I’ve never had an incidence where the rear wheel has locked and lost traction. This makes riding on the dirt, fun.
I always ride in rev ranges around 6k to 7k rpm and the upshift works butter smooth at this rev range. The downshifts works smoothly in 4k to 5k rpm. Riding in this rev range gives immediate performance when needed for quick overtakes, gives good amount of engine braking when you cut the throttle and keeps the vibes to a minimum when cruising.
5. Tubeless Spoke Rims
The one thing I was praying to the universe when KTM announced the spoke wheels was that please let it be tubeless. And there it was! I’ve had close to 13 punctures on the Himalayan and it’s a nightmare to fix it on a tube tyre when touring solo.
The people who argue that tube is fine because you’ll get plenty of mechanics across the country hasn’t come across such experiences is what I feel.
Majority of the times, mechanics have refused to fix the puncture unless we remove the wheel and give it to them because they are afraid they’ll damage the disc rotor. I’ve encountered this issue in Ladakh, Madhya Pradesh, Rajasthan and even in Bangalore city.
Removing the wheel while you’re wearing riding gear in high altitudes or in scorching sun is no easy task. I’ve done it many times and it’s not a story worth telling in my opinion. That’s why I installed aluminium rims on my Himalayan 411 and made it tubeless even though it was an expensive affair.
I’m very happy that KTM gave tubeless spokes and that too the conventional one and not the cross spoke ones which are heavier and less reliable than the conventional ones.
I got 2 punctures on my trip to the north east and because of the tubeless rim I was able to get it fixed within 5 minutes and continue riding. The peace of mind that comes with it is priceless.
6. Brakes
The brakes on the 2025 KTM 390 Adventure S are excellent. It’s sharp, has a nice bite to it and is very confidence inspiring on the highways. I hear the Adventure X has organic pads which are not quite good and wears out faster. My suggestion would be to swap the sintered pads from the S.
I also use Dot 5.1 brake fluid from Liqui Molly. It performs the same as Dot 4 in almost all riding conditions like off road, highways and city commute. The only difference I’ve noticed is on flat dirt track practice sessions where when you jam the rear wheel repeatedly for close to an hour and then the rear brake starts to get a bit spongy with the Dot 4 while the Dot 5.1 remains sharp throughout.
7. Electronic Aids
The ABS and traction control are very efficient on the bike and beginner friendly. The downside to it is that if there’s a small dirt patch where you’d want to spin the wheel, it’s not forgiving. You’ll have to stop and disable the TC to get some wheel slides.
On the Scrambler 400X, TC was a little forgiving. But I don’t consider this as a con given the aggressive nature of the KTM engine and the majority of the riders starting to ride on this might not be skilled enough. So the TC is intrusive enough for maximum safety for the beginners and the irresponsible.
The switch console is very tactile, backlit and intuitive. The layout is very easy to use and you can easily change the modes. There are a lot of customisable options, information, layouts and so on. The screen pixel density, brightness, quality and dynamic range are top notch.
I like the auto cancelling indicators. It’s nice how the company has included it in without advertising it. I love the way the warnings pop up and then close to a corner when addressed. All these attention to detail is very commendable.
8. Headlight
Finally! A headlight good enough that I didn’t have to install an aux light! It’s similar to Vaishnu’s LED touring headlight that I had on my Himalayan. Well demarcated, very good throw and spread and height adjustable too. I wish every motorcycle company copied this.
9. Windshield
It’s a wall! It doesn’t allow any wind blast to my face. It’s perfect for my frame. I could easily ride with my dual sport helmet with the beak up to 140 kph with no wind buffeting. This reduced fatigue to a big margin and I don’t need to remove the beak for the highways.
People say the downside to this is the reduced ventilation and heat build up but honestly I didn’t face any such issue. I got this bike delivered at the start of summer in 2025 and I rode through summers of 2025 & 2026 through the city and I didn’t face anything out of the ordinary.
On the other hand during my north east trip during the winter, it well protected my head and chest from cold winds.
The only downside of the windshield is when going off road. I haven’t faced any issue so far but it always scares me a little when I come too close to the windshield while standing and riding through tricky terrain or while doing jumps.
I wish KTM launched the short version of the windshield which they have it on sale in the European markets as power parts.
10. Spares of 2025 KTM 390 Adventure S
The bike being manufactured by Bajaj comes with affordable pricing for the spare parts. Be it the levers, foot pegs, fenders, handlebar, sensors, oils, nuts and bolts are very affordable even compared to companies like RE. So easy replacing of parts as and when it brakes while going off road, helps in not having the fear of a part not being available which prevents you from venturing out into difficult terrain.
11. Service Cost
Service and labour costs are also cheap. Free services which include oil change usually costs around 2k to 3k INR which is really commendable.
Cons of 2025 KTM 390 Adventure S
1. Suspension
The achilles heel of this bike is the suspension. Let me explain.
For context, I had the YSS performance suspension on my Himalayan 411. It was the best mod I had on the Himalayan after the aluminium rims. I was completely spoilt by that suspension. The main reason I went with the S variant over the X, after the 21 inch front wheel was the adjustable suspension. I thought I could achieve the handling similar as the YSS by tweaking it but boy I was wrong.
Now don’t get me wrong. It’s far superior than it’s competitors like the Himalayan 450. That suspension is plenty comfortable but lacks feedback for gaining momentum off road. This on the other hand has well balanced feedback, comfort and traction to go fast over dirt.
But compared to the YSS, the stock suspension on the adventure is very reactive, unstable and behaves very differently at different speeds. The dampening was less for both compression and rebound. Front forks used to bottom out often during jumps even at the hardest setting. Hoping to tame it a little, I changed the fork oil to 15w grade from Liqui Molly during the first service itself but it didn’t make much difference.
At the softest or fastest setting of the compression and slowest or hardest setting of rebound, the forks are highly reactive and unstable under hard acceleration or at speeds above 80 kph on uneven terrain. It jerks and flicks the handlebar violently throwing you completely off the track and forcing you to slow down to gain control.
I never had such issues on the Himalayan with the YSS. That suspension gave me confidence to pick up pace off road so much so that I felt I was running out of engine performance and that’s what made me upgrade. But here, it’s the opposite. The suspension is so unstable that I quickly lose confidence even before the engine reaches half of its performance capacity.
I don’t know if it’s just my bike’s issue but I got it checked and there was nothing wrong. And then just as I feared the worst, I suffered a tank slapper accident on an empty stretch of road while I was on my way to work.
I was bed ridden for 2.5 months, had to undergo a minor foot surgery and the bike suffered damages worth 48k INR and spend close to 2 months in the service centre for insurance approvals and repairs.
After a lot of testing, I came up with a decent setting for my body weight and style of riding on the stock suspension. That’s 26 clicks of compression, 16 clicks of rebound with 15w fork oil, 4th setting of preload on the rear (that’s 31% sag of the travel) and 14 clicks of rebound at the shock.
With these, the bike used to manage all terrains smoothly with adequate feedback and traction up to 40 kph. Pick up pace or hard accelerate and the front completely loses its shit. It’s very scary and off putting. I wasn’t happy at all with the stock suspension.
Finally I got the rally suspension from Zedling and oh boy it’s a game changer! It deserves a spotlight of its own so stay tuned for that review.
2. Stability
Being light weight has it’s own downsides. The bike doesn’t give a planted or a stable feeling on the highways at speeds above 110 kph. The front end of the bike doesn’t inspire much confidence. During heavy cross winds, the bike sways a lot and you’ll be forced to slow down.
I’ve ridden the Scrambler 400x, the Himalayan 411 and this KTM 390 Adventure on the Chitradurga windmill stretch on the Bangalore Pune highway where you usually get a lot of strong cross winds.
Out of all the 3 bikes, the KTM has felt so unstable that I had to slow down few times to keep the bike steady and planted during strong cross winds. I wish the front end felt more stable and planted to inspire more confidence at high speeds.
The bike also behaves very differently to the weight on the bike. It feels a lot more stable with a full tank of fuel or even with a loaded tank bag and behaves completely unstable at high speeds with a near empty tank.
During trail rides and dirt track practice sessions, we won’t have any luggage and we’ll keep the tank only half filled to make it easier to ride on slow technical terrain. But to get to these trails we’ll have to cover few stretches of highways. That’s where this instability becomes very annoying.
I find myself sitting so close to the tank and even leaning forward and shifting the weight to the front to touch speeds of 140kph without losing stability. Especially after the tank slapper incident, after the trails or dirt track sessions, I quickly fill up the tank from the nearest pump before hitting the highways just to have that added stability.
This isn’t much of an issue if the bike is fully loaded with luggage. There could be a few possibilities here. I think the fairings and the wind shield catch a lot of wind due to its large surface area thereby making the bike feel unsteady.
Another speculation I have is that the bike would’ve been by default designed for an 18 inch rear wheel as the Adventure R and then the 17 inch would’ve been put for the Indian market. The change in the angle would’ve been not accounted for because I’ve not heard users of the ADV X or the ADV R complain of this issue.
I think the 21/17 inch combo puts the front at a higher angle than the rear since the chassis across all these bikes are the same which makes it feel unstable and less planted at high speeds and during quick accelerations.
The Scrambler 400x weighing just 3-4 kgs heavier than the adventure felt much more planted at those speeds so it’s not about weight I think. Maybe it has more to do with the angle I mentioned.
3. Refinement
2025 KTM 390 Adventure is the least refined bike I’ve ridden. The handlebar, foot pegs and the seat buzz a lot. I get tingling of the feet and hands after every hour of highway riding. This tingling was very annoying at first but gradually I got used to it.
It’s a very coarse and buzzy motorcycle which doesn’t have a settling point or sweet spot. The buzz becomes finer after 7k rpm but never goes away. The plastic fairings rattle a lot. After buying this bike I started using these 3M ear plugs every single day for my commute as its not at all a pleasant experience listening to the bike.
So you might ask, why did you buy this then?. Well, these vibrations doesn’t annoy me. In fact I love it! The buzz gives a nice feedback from the engine as the revs climb. It gives the kick and the adrenaline rush and I absolutely love it especially on dirt track practice sessions.
This keeps the bike always engaging and demanding. I love that character so far. It’s very different from the Himalayan or the Scrambler 400X which had its sweet spots and a relaxed rev range. You’ll always feel engaged and busy on the bike.
I understand it’s not for everyone. Especially people coming from 100cc bikes or Japanese motorcycles will be easily put off by these vibes and I’m not here to convince you to live with it. You don’t need to.
But those who love the aggression while riding, you’ll love KTM’s feedback. The downside to this is that you can’t have a leisure ride as you would do on the Scrambler 400X or the Himalayan 411. It demands aggression and riding at mid to high RPMs all the time.
These vibrations and buzz only marginally improves with subsequent service. So if you’re put off by the lack of refinement during the test ride, then please don’t buy the bike expecting it’ll be different on a new bike or a well serviced one.
Many have fallen into this false notion and have later regretted it. I see this never ending quest to find a solution to this buzz from many owners in KTM whatsapp groups. No it does not get better with time and no there’s no accessory or mod that magically makes it go away. Get used to it or don’t get one. Period.
This bike is suited only for aggressive riding and boy does it reward you well on that aspect. But for a relaxed and smooth riding, this bike just kills the vibe with its vibes.
4. Reliability
The build quality and the reliability of the bike is concerning. I went on a trip to Gokarna last year and on the way one of the bolts holding the pillion foot rest on the left side fell off. The whole assembly became loose and downshifting of the gear lever became hard.
These issues were common with RE bikes but I didn’t expect it from KTM. I had the oil pressure sensor, brake switch sensor and clutch lever sensor replaced due to malfunctioning within first 5k kms of usage.
Also the engine oil burning issue everyone’s facing. There’s no solution to it till now from KTM other than empty promises of parts being replaced under warranty. I have to carry a 500ml oil can on all my trips. It burns around 300ml every 2k kms.
The stock coolant also sucked. It used to give high coolant temperature warnings all the time. I changed to Motul Motocool and that issue has been completely resolved. It keeps the coolant temperature around 5-6 degrees cooler than the stock.
Same with the prolube engine oil. It sucks. The engine clatters and runs coarse with the HP prolube. Gear shifts are also clunky and hard. I use Amsoil which is far superior to prolube in terms of life and performance at high temperatures.
Whatever fluid that comes stock in bike isn’t reliable at all. I wish KTM didn’t cut costs in this aspect and provided better fluids even if it raises the costs a bit much.
5. Fuel Economy
It’s something very subjective and I don’t consider it a con based on my aggressive riding style. I get around 19-20 kmpl in the city and 23-24 on the highways.
Considering the competition in the market, this seems a little low but I think it’s fair to expect this based on the performance it gives. I believe if you ride in a less aggressive style you’ll get better economy but where’s the fun in that.
6. Tires
The stock Apollo tires are good enough for the majority of users. It’s got good wet and dry grip on road but it isn’t good on the dirt. When KTM has given dual purpose tires for the Adventure R abroad, I wish they gave similar tires like the Reise TrailR as stock which is much better equipped for dirt. I’m using the TrailR now and I’ve made a separate blog about it.
7. Service Quality
Service greatly vary from centre to center and franchise to franchise. I haven’t had good experience from the Mekhri experience service centre in Bangalore. From incomplete work, falsely billing parts without replacing them, long waiting time for parts, poor coordination with insurance company to incessant calls from the advisor for a 10 star review, the overall experience has been suboptimal.
Even then issues like fork alignment is never done by the service centre folks. For any major repairs needed from off road bashing and for diagnosing issues, I give the bike to LBS pitstop and so far they have been very helpful in resolving my issues.
As for the company service centres, I resort only to the basic periodic service just so that I can keep the warranty and all the major diagnosing and repairs out of the scope of warranty, I give it to trusted third party centres.
That’s my list of pros and cons of the 2025 KTM 390 Adventure S. Now who is this bike for? Before we go into my recommendation on who should consider this bike, I want to address something that’s the most asked in my comments section.
8. Seat Height of 2025 KTM 390 Adventure S
The stock seat height of 2025 KTM 390 Adventure S is 830mm. After the installation of Zedling Rally Suspension and the touring seat, the seat height is now close to 845mm. I’m 5 foot 5 inch or 165 cm tall and weigh 62 kg. I don’t flat foot on the bike and in fact I can’t touch the ground with my feet when the bike is completely upright.
Those who tell tall bikes are not suitable for short riders are idiots in my opinion. They are just passing on their insecurity or laziness to you and please don’t listen to them no matter how big of a name they have in the industry. The only automotive journalist or reviewer I’ve heard say that height doesn’t matter is Shumi from MotorInc and I respect him for that because it’s true.
Once I started getting more into off road, I was looking to upgrade from my Bullet in 2020. Like everyone else, instead of taking test rides, I kept watching review videos. The two bikes I shortlisted at that time were the Hero XPulse and Himalayan 411. I too believed these big names in the scene talking about seat height and got discouraged to test ride the X pulse.
A year after buying the Himalayan 411, I rode a friend’s X Pulse and was mind blown on how easy it was to ride compared to the Himalayan 411 even though it was much taller and I couldn’t flat foot it.
That’s when I realised that seat height isn’t the only thing which decides how easy it is to ride a motorcycle. A lot of other factors like the weight distribution, the seat width, seating ergonomics, suspension sag and so on, decides how easy it is to ride.
For example the 2025 KTM ADV S and Scrambler 400X has the same seat height on the spec sheet but completely differ on how they feel due to the seat design and weight distribution.
The second aspect is skill. Riding tall bikes is a skill which you can easily acquire by taking training and I recommend every single one of you to take training. You think you know how to ride a bike but you’ll not get to know how much you absolutely suck at it unless you take training. And it’s not your fault. It’s the system that has failed us.
In most places there isn’t a dedicated school for motorcycle training to attend before you take a lisence test. Most of you would’ve studied how to drive a car and then how to ride bicycle as a child. At the most you’d have practiced on a bike taking an 8 on an empty gorund few days prior to the driving test.
And on the test day they’ll give you a small bike which clutch has been adjusted to make it never stall. Take an 8 before the officer and viola! You have your lisence.
This is not how you ride motorcycles. There are a lot of technique that goes into body positioning, balancing, clutch and throttle control, braking and so on that’s far more sophisticated than driving a car in my opinion. People who doesn’t know any of this confidently blurt out that flat footing a bike is essential to ride one.
They couldn’t be more wrong. And riding like that for years doesn’t make you a great rider. It makes you a confident dumbfuck. Practice doesn’t make you perfect. It makes the wrong techniques permanent.
When you’re starting to ride and if you’re met with a stranger or any family member who confidently says you need planted foot to ride and if they expect you to listen to them just because they have been riding for many years, just politely smile and wave all while just asking them to fuck off in your mind.
Walk into a nearby dirt school or a track school, enroll for a 2 day beginner’s course and trust me it’ll change your life.
It’s never too late to take training and it’s not expensive either. Most of the dirt schools in Bangalore offer basic training for around 5k INR. And don’t give me the excuses of age or distance. I’ve seen 50 and 60 year olds travel all the way from places like Trivandrum to Bangalore overnight, take training for two days and go back.
If you can buy a bike for 2 lacs INR, you can afford to get classes that cost just a fraction of the bike.
I believe watching tutorials online isn’t going to help much. In person training is the way to go where there’s an expert to guide you and correct you. This isn’t a skill that you can learn by watching videos in my opinion.
If I being so short can ride a tall bike confidently, anyone in the world irrespective of their gender or age can ride tall bikes. I owe my confidence to taking off road training and consistently practicing and improving those skills I’ve learned.
Folks who are starting out or who want to start riding tall bikes, please don’t get discouraged from such stupid statements be it from any senior automotive journalist or big YouTubers alike. Just skill up. Do not let your height define what you can or cannot do with respect to motorcycles.
Now for tall riders, please take test rides. Even though you might have an added advantage, sometimes the ergonomics might not suit you and you might feel cramped on one bike while being relaxed on the other with same seat heights.
With that being said, I won’t be answering any comments related to seat height. I don’t ride with a pillion nor I’ve ridden as a pillion on this motorcycle so I cannot comment on the pillion comfort either.
Who Should Buy The 2025 KTM 390 Adventure S?
If you love sheer performance, the adrenaline rush, the mad fun which makes you laugh like a maniac, then 2025 KTM 390 Adventure S is the best single cylinder adventure bike in the market. It’s fun, agile, non intimidating and engaging without sacrificing comfort.
If you want to enjoy riding forest trails, dirt tracks and wants to tour with challenging terrains on the mind, then this bike makes the perfect choice. It’s an all rounder. A jack of all trades.
If you are looking for a more refined, comfortable touring bike that does the job of getting you from point A to B well, then Himalayan 450 or the Scrambler 400X would make a better choice as it’s more stable on the highways and has better refined engines to give you smoother and comfortable ride for longer hours.
They aren’t great for serious off road riding but does the job of munching miles well. All 3 bikes are very similar on the spec sheet but miles apart on the character. So only a test ride of these bikes will give you an idea of what you want in a adventure motorcycles.
2025 KTM 390 Adventure S demands aggression, RE Himalayan 450 is better suited for relaxed highway riding and the Scrambler 400X does a mix of both.
Should You Consider The KTM 390 Adventure X?
Personally I wouldn’t recommend the X to anyone even though everyone says it’s the best in the ADV lineup. If you’re serious about off road, go for the S or the R as it has 21 inch front wheel, cross spoke wheels and better suspension.
If you’re looking for a tourer, Himalayan 450 is the better option and for everything else, I still think Scrambler 400X is the best in terms of refinement.
Getting the ADV X over the H450 or Scrambler just for its electronic package isn’t worth it. Indian highways aren’t very safe to use cruise control peacefully. And you won’t miss the quick shifter on the Scrambler or the H450.
Should You Consider The KTM 390 Adventure R?
If you’re serious about off road and isn’t worried about tube type tires, then definitely go for the ADV R. It’s a much better option with long travel suspension, 18 inch rear wheel with dual purpose tires. ADV R released a year after I got my bike. If it had been there in the Indian market from the beginning I’d have definitely got it.
I think you can make the tube type rims on the ADV R tubeless using the way2speed solution like I did on my Himalayan and use the stock Mitas tires as they are tubeless compatible.
I highly recommend you take test rides of all these bikes if you’re looking to get one. Only a test ride can tell you which bikes suite you and no person on youtube can decide for you. All these bikes differ greatly in character than spec sheet so you have to ride it to know which suits you better.
I’m not a reviewer. I don’t make a living out of this. I won’t comment on the bikes I haven’t ridden or which I don’t intent to ride. The H450, Scrambler 400X and the 2025 KTM 390 Adventure S are the only 3 bikes in this category that I have used over a long period of time. So questions about comparisons with any other bike will not be answered nor the request to try some bike and give opinion will be entertained.
I have made a blog on the accessories that I have installed on the bike to make the overall experience a little better. Please feel free to post your opinions and your experience on this motorcycle in the comment section.
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