ktm 390 duke custom tft display brands

A state-of-the-art, liquid cooled, single-cylinder, four-stroke 373 cc engine powers this agile machine perfectly into KTM"s world of ADVENTURE. The engine is equipped with an electric starter and achieves a peak power of 32 kW (43 hp) with an incredibly punchy 37 Nm of torque. Twin overhead camshafts, four valves and electronic fuel injection are integral to the KTM 390 ADVENTURE"s outstanding power and together with a balancer shaft, deliver the highest levels of smoothness. Its lightweight and compact construction facilitates straight air intake channels, allowing for a shortened distance for air to flow into the combustion chamber, and beyond for gas flow to the two catalytic converters. Besides the faster movement of air and gases, this also allows the engine to warm up faster. Additionally, the two catalytic converters and the fuel tank ventilation system (EVAP system) improve emission values and prevent fuel vapors from being released into the environment, making the KTM 390 ADVENTURE extremely eco-friendly and compliant with the strict EU5 exhaust emission standards.

They say big things come in small packages and that’s been the hope for the 390 Adventure ever since KTM CEO Stefan Pierer first mentioned it in an interview some 7 years ago. Well after years of rumors, speculation and spy photos, it’s finally here, in the flesh.

Starting off with a 373cc single-cylinder motor borrowed from the 390 Duke, the pint-sized powerplant pumps out a respectable 43 horsepower and 27.3 ft-lbs of torque. Plus it comes packed with premium components you typically don’t get standard in this category like a TFT display with Bluetooth integration, a charging port on the dash, tapered aluminum handlebars, crash bars, skid plate, hand guards, adjustable windscreen, ByBre (Indian Brembo) brakes, and WP suspension with damping adjustments front and rear. Rider aids are also impressive like cornering ABS that is Street/Off-Road switchable, lean angle-aware traction control, a slipper clutch, optional quickshifter, and smooth fueling thanks to ride-by-wire throttle.

That’s a lot of primo componentry for a budget-oriented adventure bike, but the one important area where KTM may have skimped a little is in wheel choice. Whereas its big brothers come with 21” front and 18” rear wire-spoke wheels, the 390 Adventure sports 19”/17” cast aluminum hoops. Also, the suspension travel is much lower than usual for KTM adventure bikes, measuring 6.7 inches up front and 6.9 inches in the back, along with a ground clearance measurement of 7.8 inches.

Decisions were likely made to hit a specific price point, but it is important to keep in mind the smaller wheels and lower suspension do help get the seat height down to a more reasonable 33.6 inches and also improves maneuverability — important factors for any entry-level machine. However, KTM’s statement that the new 390 Adventure was made for touring and ‘light’ off-roading had me wondering if I should check my ‘Ready to Race’ expectations at the door.

So is it an adventure bike worthy of the orange brand? Or just another budget lookalike ADV without any true off-road intentions? As a big fan of small bikes, I was thrilled to get some seat time on this long-awaited newest addition to KTM’s family to find out what it’s all about, and how it matches up with other bikes in the category. Read on for the straight scoop!

While the 390 Adventure is based on the 390 Duke, it shares a strong family resemblance with the 790 Adventure, with the exception of the low-slung fuel tank. Everything from lighting to the side panels, windscreen, display, seating, and GPS mount are a close match, just shrunk down to a smaller package… But it’s no minibike either. The ergos feel full sized in the seated position, with a comfortable reach to the bars and enough room to move around in the saddle. The distance from the seat to the footpegs is also comfortable for taller riders like myself at 6 foot 2 inches. Although in the standing position, it is slightly cramped with the bars feeling a bit low and too far back for my size, even with the handlebar supports set in the high/forward position.

Turning on the display, the 5” Color TFT looks similar to the 790 and 1290 Adventures’, with a low glare design that switches colors for night and day. Its interface and control switches are just like the big bikes when configuring ABS and MTC (Motorcycle Traction Control) settings, although there are no rider modes. Instead, there is one standard fuel map and you can either turn traction control On or Off. ABS is also simplified with either Street (front and rear) or Offroad (front only) settings only. You can also set shift warning lights for two different RPMs and custom configure your home screen. About the only thing I didn’t find on the display was outside temperature, which is a nice tool to have for understanding current road conditions.

The display is also compatible with the KTM My Ride app that allows you to connect your phone and headset via Bluetooth. Once connected, you can take calls, adjust your music and receive turn-by-turn navigation on the bike’s display, all managed with the left thumb controls. The larger display makes things easier to see what’s going on in your peripheral vision and the thumb controls keep the rider’s hands on the handlebars where they should be.

Firing up the 390 for the first time, it sounds subdued compared to KTM’s heart-pumping twin-powered machines but it’s not without character. An initial test run revealed a flat powerband that doesn’t ‘wow’ the rider with low-end pop or high RPM surge. It’s just smooth and steady throughout. But you can get the front wheel up in first gear and ride a wheelie, if you clutch it. The suspension feels firm, which is unique for a bike in this class. And when setting up sag for around 230 pounds of rider and gear, I was surprised to find the preload on the shock was not even close to maxed out — a good sign for things to come on the trail. But first, the pavement…

The 390 Adventure feels steady on the highway and the windscreen is decent in the high position. For my height, the windscreen blocked the wind up to about nose level. That may not be great for a full day of highway riding, but it keeps the majority of wind off of you and it’s way better than not having anything. As mentioned previously, the seating position, along with the distance to the handlebars and pegs, is comfortable for taller riders and I didn’t feel cramped even after hours in the saddle.

Pointing the 390 Adventure toward twistier asphalt was a much more enjoyable ride. Here you can really feel some of the street DNA it inherited from the 390 Duke. Turning is effortless on the light maneuverable bike. Plus with the more street-friendly 19”/17” wheel combo, it’s easy to switch lines mid turn, and it doesn’t feel twitchy or sensitive to inputs.

But if you are in a hurry, the lightweight 390, with its stock Continental TKC 70 tires, gives you plenty of cornering speed, and the high pegs mean you have an abundance of lean angle before toes begin to scrape. The suspension’s firmness also keeps the chassis stable without much dive or squat during aggressive sport riding.

As you might expect, that smooth, flat power curve works great in the dirt. Even with Traction Control off, the torquey thumper motor keeps the rear tire glued to the ground in the lower RPMs. You really have to get the revs up, or be riding in sand or mud, to get any wheel spin. Moreover, the TC system seems to be turned for street and doesn’t have the sensitivity of KTM’s off-road traction control systems found on bikes like the 790 Adventure or 690 Enduro. Keep it on only if you are new to off-road riding and you are sticking to packed dirt roads.

With its reasonable ground clearance and a firm suspension, you can take the 390 Adventure through semi-rocky terrain without a lot of bottoming on the skidplate. It feels plush through the choppy stuff and the well-damped suspension helps ensure you don’t get bounced off the horse. Its small bike agility allows you to snake your way around obstacles rather than power through them. Which is the best approach for this bike, because if you do hit sharp-edged ruts or boulders in the road, the front fork will let you know it doesn’t like it by giving you a loud thunk! Cranking up the compression damping on the fork helped make this occur less often, but 6.7 inches of travel does have its limits if you want to ride it like a dirt bike.

One type of terrain the bike struggled with was in the sand. Perhaps it’s the smaller 19”/17” wheel combo, the smooth TKC 70 tires, a shorter wheelbase, a steering head angle that is a little steeper than most adventure bikes, or all of the above. But the result is that the front wheel wants to tuck right away in deep sand. Throwing some knobbies on the bike would be helpful if you intend to do anything more than the short patches of sand during your adventures on the 390. Otherwise, pin it to win it!

Another small annoyance was having to repeatedly turn the Traction Control off in the dirt. If the kill switch is turned off with the ignition on, it loses the Off setting. Or even if you just stall the bike and restart it within a few seconds, it sometimes loses the setting. I haven’t noticed traction control being this finicky on other KTM models before.

KTM has done a great job of creating a capable, entry-level ADV Bike at a price point that makes it easier for new adventure riders to get started on an orange bike. You don’t get all the premium components and hard-edged performance of their larger machines, but it’s a step ahead of the competition for this category.

Thanks to ex-Baja Champ Quinn Cody, who helped develop suspension settings for the Americas and Europe, the 390 Adventure has good spring rates, adequate suspension travel and a range of damping settings so you aren’t stuck with whatever comes from the factory. It works well in the dirt for all but the most aggressive riding, and raises the bar in its class with its ability to travel further off the beaten path than the Honda CB500X, Kawasaki Versys-X 300 or the BMW G310GS.

The 390 Adventure has enough power to keep up with bigger bikes too, although I do wish it were smoother on the highway. Comparing it to other single-cylinder models, KTM 690 Enduro R is smoother at 75mph with its dual balancer shafts. Yet without a windscreen, highway stints on the 690 are rough. The 410cc Royal Enfield Himalayan is also a smoother operator, but that’s in part because its limited-performance motor keeps the revs down. The 390 Adventure does feel smoother than either the BMW G310GS or CRF250L Rally though. But perhaps the 390’s vibration woes can be resolved with heavy bar-end weights and vibration damping footpegs.

We’d love to see a set of wire-spoke wheels come standard on the 390 Adventure but cracking a wheel is less of a concern on a bike in this weight class. If you are looking to do more than just light off-roading, then a set of spokes might be your first mod, along with a cushier seat, and it could use a rear rack for carrying a top bag as well… There are a lot of custom mods you might ‘like’ to do, but from a practical sense there aren’t a lot of things it really ‘needs’ because the 390 Adventure is a versatile, well-equipped machine right off the showroom floor.

When it comes to low displacement naked bikes that are sure to turn heads, KTM is undoubtedly one of the first brands to come to mind. Especially now, that the Austrian manufacturer has adopted a similar design language across its entire range of street bikes. I mean, how can you not look twice when, at first glance, you think you just saw a 1290 Super Duke R?

It started in 2017, when the KTM 390 Duke received by far the biggest styling change the manufacturer has done with its commuter bikes. Taking design cues from its bigger brother, the 1290 Super Duke R, the relaunched 390 Duke came with a similar split LED headlight, angular lines, exposed two piece trellis frame, and a full color TFT display. This lead the 390 Duke to gain massive success, not just in India, but the rest of the world.

What the KTM 250 Duke misses out on, however, is the premium full color TFT dash which is currently found on the 390 Duke. The 250 Duke retains the same orange-backlit LCD display, which quite frankly, is starting to look a little long in the tooth. What"s more, is the fact that the 250 Duke is now Rs 4,000 more expensive, at Rs 2.09 lakh.

The KTM 390 DUKE is called the corner rocket for a reason. The lightweight, compact engine really packs a punch and with 32 kW (43.5 PS) it’s one of the most powerful options out there.

Just like the KTM 1290 SUPER DUKE R, the four valves in the cylinder head of the KTM 390 DUKE are actuated by two overhead camshafts and ultra‐hard, carbon coated cam followers. The result is an ultra‐reliable, long‐lasting engine that produces next‐level power.

The intricate engine design, state‐of‐the‐art injection electronics and close‐ratio, 6‐speed transmission not only help the KTM 390 DUKE to achieve white‐knuckle performance, but also extremely efficient fuel consumption.

The KTM 390 DUKE’s lightweight and precision-crafted exhaust system comprises of a side exhaust, link pipe and silencer. The three-chamber silencer has been positioned close to the bike’s overall center of gravity, improving balance and handling, whilst also delivering smooth, instant and beast-like power. Oh, and it looks angry as hell too.

Rocket through corners with the world‐class chassis, paired with a lightweight split-steel trellis frame on the KTM 390 DUKE. Weight is close to the center of gravity, maximizing this true apex predator"s maneuverability and precision.

The KTM 390 DUKE comes as standard with ultra‐lightweight, high‐performance upside‐down WP forks. Using the latest open‐cartridge technology, these forks perform above expectations when pushed to the limits. This makes them perfect for all aspects of riding, from relaxed cruising to hammering around on closed circuits and everything in between.

Thanks to its progressive 150 mm spring, the KTM 390 DUKE will perform in any environment you can throw at it. The preload is adjustable, so you can count on well-balanced suspension whether you’re riding solo or two-up, with or without luggage, on road or on track. The choice is yours.

The KTM 390 DUKE allows for slick, clutchless up and downshifts thanks to KTM’s own Quickshifter+ TECH. It reads and responds to your riding under any load to ensure shift action is as fast as you are.

As an absolute first in its class, the KTM 390 DUKE boasts an innovative multicolor TFT display, presenting all the data you need to go faster in an uncluttered way. The display automatically adapts its color to best suit your speed & the light conditions around you.

The KTM 390 DUKE"s ride-by-wire ensures perfect delivery of the readily available and gut-wrenching torque. It also electronically translates the throttle commands of the rider into throttle valve positions, perfectly suited to the riding conditions, making this the perfect crossover bike for both road and circuit riding with smooth throttle response.

Hi-tech upright handlebars offer KTM 390 DUKE riders a controlled yet aggressive body position, allowing you to dominate in all aspects of riding. From destroying corners to pulling the perfect stoppie, these bars will give you the balance and confidence you need to attack the tarmac like never before.

As light as they are stable, the 17-inch cast alloy racing wheels help you put the power down with confidence.Wrapped in premium rubber, the pro-spec tires will keep your KTM glued to the road.