ktm duke 390 tft display size for sale

The KTM 390 DUKE is a prime example of why so many people are drawn to the thrill of urban motorcycling. This cornering projectile from the Austrian manufacturer’s 2022 lineup promises to maximize riding pleasure at value for money, earning all the praise thanks to its agile performance.

The KTM 390 Duke’s engine offers plenty of torque and powerful acceleration, good manners for everyday use, and excellent economy. This light and compact 44-hp engine is one of the most powerful options for users with an A2 permit.

The KTM 390 DUKE engine not only delivers arm-wrenching torque and hair-raising acceleration, but also good manners in everyday use, all with outstanding fuel economy. This lightweight, compact engine really packs a punch and with 32 kW (44 hp) it’s one of the most powerful options out there for A2 riders. Thanks to the ingenious intake design and the meticulous fuel injection system, the KTM 390 DUKE is ready and waiting to tear-up the streets and the circuits alike.

The KTM 390 DUKE comes as standard with ultra-lightweight, high-performance upside-down WP forks. Using the latest open-cartridge technology, these forks not only perform above expectations when pushed to the limits, but are also nice and easy to maintain. 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.

As light as they are stable, the 17-inch cast alloy racing wheels help you put the power down with confidence, utilizing a 110 mm wide tire at the front and an impressive 150 mm at the rear. Wrapped in premium rubber, the pro-spec tires will keep your KTM 390 DUKE glued to the road. They offer outstanding grip in both wet and dry conditions, as well as providing supreme durability, even for riders that know how to push tires to their absolute limits.

A high-tech BYBRE braking system works in perfect harmony with the advanced ABS, providing riders with firm, controlled stopping power when they need it most. With a 320 mm brake disc on the front, paired with a 230 mm disc on the rear, the KTM 390 DUKE delivers exceptional pro-level stopping power, and you know what they say: “braking harder makes you faster!”

The two-part seat offers first class sport riding ergonomics with perfect support for both rider and pillion.  A seat height of 820 mm (32.3 in) enables riders to have a super-secure position, whilst also being high enough for ultimate cornering fun. The pillion seat has been integrated into the bodywork so as not to compromise the stunt-ready look of the KTM 390 DUKE, whilst also ensuring excellent comfort for the passenger.

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 road like never before. Clutch and brake levers are fully adjustable, allowing you to customize your cockpit to suit your individual riding style.

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 a clear-cut, uncluttered way. As you rev the engine, the display bars change color, either spurring you on or telling you to back off when the engine’s still cold. The display also automatically adapts its color to best suit the light conditions around you. Innovation at its best!!!

The KTM 390 DUKE is a pure example of what draws so many to the thrill of street motorcycling. This Corner Rocket maximizes enjoyment and user value, taking the honors wherever nimble handling counts. Light as a feather, powerful and packed with state-of-the-art technology, it guarantees a thrilling ride, whether you"re fighting your way through the urban jungle or carving your name into a forest of bends.Features may include:ENGINE & EXHAUSTEngine

The KTM 390 DUKE engine not only delivers arm-wrenching torque and hair-raising acceleration, but also good manners in everyday use, all with outstanding fuel economy. This lightweight, compact engine really packs a punch and with 32 kW (44 hp) it"s one of the most powerful options out there for A2 riders. Thanks to the ingenious intake design and the meticulous fuel injection system, the KTM 390 DUKE is ready and waiting to tear-up the streets and the circuits alike.CHASSISSuspension

The KTM 390 DUKE comes as standard with ultra-lightweight, high-performance upside-down WP forks. Using the latest open-cartridge technology, these forks not only perform above expectations when pushed to the limits, but are also nice and easy to maintain. This makes them perfect for all aspects of riding, from relaxed cruising to hammering around on closed circuits and everything in between.ERGONOMICS & COMFORTHandlebar

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 road like never before. Clutch and brake levers are fully adjustable, allowing you to customize your cockpit to suit your individual riding style.BODYWORK & GRAPHICSTFT color display

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 a clear-cut, uncluttered way. As you rev the engine, the display bars change color, either spurring you on or telling you to back off when the engine’s still cold. The display also automatically adapts its color to best suit the light conditions around you. Innovation at its best!!!SOFTWARE & ELECTRONICSRider aids

The KTM 390 DUKE utilizes market leading technology to enhance your ride and provide you with all the assistance you need to help turn the streets into your own personal playground.RIVA MOTORSPORTS SUPERSTORE - POMPANO BEACH, FLORIDA

When it comes to daily commute facing the real traffic on a daily basis - Duke 250 has only 1 advantage which is shorter handlebar which makes it easier to do cutting and riding zig zag leaving behind others and easily overtaking fellow riders/drivers. Advantage which Duke 390 has is basically dual channel abs which helps you a lot in emergency braking conditions and is much safer option.. on top of it... It is more powerpacked.. It has enhanced TFT display and Bluetooth connectivity which gives you an ease of changing songs, increasing & decreasing volume.. receiving and declining calls from the handlebar itself.. in city traffic its slow moving traffic and its a big hassle to frequently operate your phone wether you have to receive calls.. disconnect existing call or even decline the call... With the help of TFT display you get to know who is calling... wether or not to receive call and you can do all sorts of stuff from the handlebar itself without removing your hands off from the throttle, clutch or brakes. But the only disadvantage is a broad handlebar... RC390 and other bikes have a really short handlebar which helps them to just overtake from a narrow path between two vehicles whereas Duke390 might fail to do so...

Duke 390 is more better becuz it has tft screen with many features and it"s comfortable and has more power and best in handling and the design is the best in it"s segment in naked bikes

The KTM 390 Duke is powered by a 373.2 cc air-cooled engine which produces of power. It has a fuel tank of 13.5 L and a . The KTM 390 Duke starts at Rs 2.96 Lakh Rs (ex-showroom, Delhi). It is available in one variants.

I hv ktm duke 200 2019 model.my height is 160 cm.i am looking for a new ktm bike whose seat height will bevery much suited for me.i am looking for duke 390 also.plz suggest.

Motorcycle manufacturers build entry-level sportbikes on a budget. That means high-tech luxuries like traction control and cornering ABS usually go out the window. Some would argue that small-bore supersports don’t generate enough power for such rider aids. On the other hand, newer riders could benefit most from the latest electronic safety nets. That’s the case with the 2022 KTM RC 390, which crashes the entry-level sportbike party with IMU-based tech.

The original KTM RC 390 burst onto the scene back in 2014, powered by a liquid-cooled 345cc Single with DOHC, four valves, and fuel injection. It made a claimed 44 horsepower at 9,500 rpm and 26 lb-ft of torque at 7,250 rpm. An update in 2017 bumped displacement up to 373cc and added throttle-by-wire and a slip/assist clutch.

The 2022 model builds on those foundations and takes a big leap forward. The updated RC 390 gains lean-sensitive traction control, Bosch 9.1MP cornering ABS with two modes, and a full-color TFT display. The electronic suite is just the tip of the iceberg. KTM pairs the smarter tech with a significant reduction in weight and race-worthy WP Apex suspension. The RC 390 also delivers on KTM’s “Ready to Race” rallying cry with MotoGP-inspired livery, easily removable bodywork, clip-on handlebars, and a bolt-on subframe.

KTM made each revision in the name of faster lap times, so it was only appropriate to put the 2022 RC 390 through its paces at California’s Streets of Willow racetrack. The course’s tight, technical layout poses challenges for sportbikes of all sizes, but the RC 390’s balanced package proves that it’s poised to take on the competition.

KTM engineers didn’t just put the 2022 RC 390 on a diet plan, they shed pounds where it matters most. New cast wheels are 7.5 lbs lighter, and new ByBre brakes save another 2.1 lbs – reducing unsprung weight by nearly 10 lbs. Above the suspenders, KTM trimmed the fat from the steel trellis frame, saving another 3.3 lbs. A 1-gal. increase in fuel capacity (from 2.6 to 3.6 gals.) adds a few lbs, but claimed wet weight is just 342 lbs.

The RC 390’s strategic weight loss has made the light, agile bike even more light and agile. The RC changes direction with the slightest input yet remains true to its line. From the effortless tip-in to the apex-clipping accuracy, the 390 urges riders to carry more corner speed with each lap. Of course, extra agility can also compromise stability, but the RC stays steady on the brakes, on the straights, and at lean.

Only the high desert’s blustery conditions challenged the RC 390’s sure-footed nature. Crosswinds frequently pushed the pint-sized sportbike to the edge of the track, but riders can neutralize the effect with body position. At one particular braking zone, the gusts hit the RC’s flank at a three-quarter angle and unsettled the chassis just before tip-in. However, the sub-400cc supersport recovered admirably, completing the turn without further protest.

The KTM remains composed thanks to its up-spec WP suspension. The 43mm WP Apex inverted fork may not offer preload adjustment, but 30 clicks of compression and rebound adjustment make it one of the most advanced offerings in the class. A preload- and rebound-adjustable WP Apex shock settles the rear, and KTM staff was on hand to fine-tune the settings for each rider’s individual style. Luckily, the standard setup wasn’t far off for me, and the track environment certainly showcased the suspension’s flexibility.

While we didn’t take to the streets on the 2022 RC 390, the WP suspension also allows users to stiffen the chassis for the raceway or dial up the comfort for the roadway. The Continental ContiRoad tires are classified as sport-touring tires, but their silica-rich compound provided more than enough feel and grip for aggressive track riding. Owners can easily swap the road-oriented rubber for stickier tires, but the ContiRoad’s versatility and longevity will suit everyday street riding as well as occasional track days.

Euro 5 emissions regulations forced KTM to shrink the RC 390’s carbon footprint, but it also seized the opportunity to equip the 373cc Single with a 40% larger airbox and an updated fuel map. The four-valve thumper still churns out 44 horsepower, but engine tweaks squeezed out a tad more torque, raised the claimed peak from 26 to 27.3 lb-ft.

The RC 390’s approachable power profile adapts well to life on the street and the circuit, but the short gearing presented challenges at the track. Approaching one uphill section, I frequently found myself between 3rd and 4th gear. Staying in 3rd sacrificed speed on approach but maximized drive out of the corner. Conversely, shifting up to 4th optimized crucial uphill momentum but compromised corner-exit speed.

I solved the gearbox conundrum by the end of the track day, but riders will benefit from prioritizing gear management. As expected, KTM prepares the transmission for both the road and the track, but dedicated racers can adapt the gearing to personal preferences and differing courses with accessories from KTM’s PowerParts catalog.

The sub-400cc thumper doesn’t require much taming, but cornering ABS and MTC (Motorcycle Traction Control) make the RC 390 even more forgiving. The systems don’t limit or interfere with aggressive riding, and they increase the margin of safety should a rider apply too much throttle or brake while leaned over in a corner. A Supermoto ABS mode allows the system to be deactivated at the rear wheel.

Thanks to the RC 390’s new full-color TFT display and simple menu system, riders have easy access to all the information they need and can adjust settings quickly.

With the 2022 KTM 890 Duke R and 2022 KTM 1290 Super Duke R Evo donning Red Bull KTM-inspired liveries, it was time for the RC 390 to get in on the action. Both 2022 color schemes leverage graphic designs from the KTM Factory team and Tech3 satellite team. The changes are more than skin-deep, though.

The redesigned fairing not only improves wind protection, its dual-layer panels also shuttle engine heat away from the rider. For dedicated track riders, KTM designers reduced the number of bodywork fasteners and installed a two-piece cockpit for easy headlight removal. Those preparations ease the process of swapping street-legal panels for race fairings.

Thanks to the RC 390’s narrower waist and larger 3.6-gal. tank, side-to-side transitions are fluid yet stable. Hanging off is easier than before, with the rider’s knees bracing against the fuel tank’s increased contact area. The new clip-ons also offer 10mm of adjustability for road-going comfort or a track-worthy stance. A sculpted seat shape amplifies the rider’s range of movement while the thicker foam suits street riding.

As small-bore sportbikes go, the cockpit leans toward compact, but I never felt cramped on the RC 390. The rider triangle is appropriate for a track environment, but the level saddle and footpeg position also benefit road warriors. In full tuck, the cockpit offers enough real estate for the rider to shift rearward, and the newly designed fairing and windscreen sends oncoming air just over the rider’s helmet.

The small-capacity supersport segment is more competitive than ever. From the Honda CBR300R to the Kawasaki Ninja 400 and Yamaha YZF-R3, sport riders have a wealth of options at their disposal. The RC 390 distinguishes itself from the competition with a race-derived chassis and cornering ABS and TC.

Starting at $5,799, KTM’s lone supersport proves that small-displacement bikes can boast the latest tech while remaining budget-friendly. The 2022 KTM RC 390 isn’t just ready to race, it’s ready to take the checkered flag in the hotly contested entry-level sportbike class.

TFT DISPLAY & SWITCHGEAR: An all-new TFT dashboard lets you see all the important information you need at a glance, or allows you to customize what you want to see via intuitive switchgear. The ambient light adaptive sensor also means the display adjusts to changing light conditions automatically, so that you maintain perfect visibility, day or night.

MTC: Complete confidence at any angle, Motorcycle Traction Control reacts in a matter of milliseconds if the rotational speed of the rear wheel is disproportionate to the riding situation. MTC reduces the engine output with an extremely smooth, barely perceptible intervention at the throttle valves, reducing slippage to optimum proportions. This means riders can enjoy the full power of the KTM RC 390 under all circumstances, on track and on the road.

CORNERING ABS: The KTM RC 390 is equipped with Cornering ABS to ensure maximum braking performance under all conditions. This allows riders to use the full power of the BYBRE brakes when navigating a corner by taking the lean angle of the motorcycle into account, reducing the chance of locking up a wheel mid-corner.

SUPERMOTO ABS MODE: The KTM RC 390 can let it all hang out, thanks to SUPERMOTO ABS. This mode allows the rider more freedom when it comes to hard braking, without compromising on safety. This is done by deactivating ABS functionality on the rear wheel which allows the rider to slide the rear into a corner. At the same time, rear wheel lift up detection is also disabled allowing the rear wheel to lift up, but keeping brake pressure on the front until an excessive front wheel slip is detected, at which point ABS will intervene. This also means the rider can apply more brake pressure when cornering or trail braking.

QUICKSHIFTER+: Shift like a pro with the KTM RC 390 and KTM"s optional QUICKSHIFTER +, allowing you to gear up or down without using the clutch lever. This means quicker shift times, improved rear wheel traction, smoother acceleration and the distinct racetrack sound. This works by cutting the ignition at the moment the shift lever moves up or down, unloading the gearbox, and making it possible for you to switch one gear up without closing the throttle.

KTM MY RIDE: Thanks to the all-new TFT display, the KTM RC 390 can connect to KTM MY RIDE, which allows riders to connect their smartphone via the KTM MY RIDE app, giving them access to their music library and incoming calls without taking their hands off the grips.

LED LIGHTNING: An all-new LED headlight illuminates the way forward on the KTM RC 390. Providing a very wide beam, complete with daylight running lights, guarantees optimum visibility and a distinctive look that matches the rest of the KTM model range. A sharp LED taillight completes the look.

BikeWale brings you comparison of KTM 390 Duke and KTM RC 390. The ex-showroom price of KTM 390 Duke is ₹ 2,94,976 and KTM RC 390 is ₹ 3,12,770. KTM 390 Duke is available in 2 colours and 1 variant and KTM RC 390 is available in 2 colours and 2 variants. Apart from prices, you can also find comparison of these bikes based on displacement, mileage, performance, and many more parameters. Comparison between these bikes have been carried out to help users make correct buying decision between KTM 390 Duke and KTM RC 390.

Tripmeters are available in two type - analogue and digital. The analogue unit usually features a single trip meter while a digital display may come with two trip meters.

The Keeway K300R is the latest supersport offering that aims to take on the well-established KTM RC 390. Now, the RC 390 has a proven track record, both, on the race track and on public roads. That said, we are curious to find out whether the Keeway K300R can beat the KTM RC 390 at its game or succumbs to the Austrian engineering and finesse. Let’s find the answer.Read more

It was time to test KTM’s claims to have made the RC more useable, mainly in terms of engine refinement and tractability, ride quality, and seating comfort. What followed was a 1200km Mumbai-Goa round trip. Here’s how it went.Read more

We thoroughly enjoyed testing the 2022 KTM RC 390"s capabilities on the race track and during our road test review as well. However, if you want a quick summary of the bike, here are the positives and negatives of the all-new RC 390.Read more

The KTM 390 Duke and RC 390 are 373.2 cc (22.77 cu in) displacement single-cylinder engine motorcycles assembled by Bajaj Auto, and KTM Asia Motorcycle Manufacturing, Inc. (KAMMI) for the Austrian manufacturer KTM.standard debuted at the 2012 EICMA show in Milan, Italy, and went on sale in India and the Philippines in 2013 and in the US in 2015.sport bike was presented at EICMA the following year.

Pierer said in December 2015 that KTM and Bajaj plan to replace the 125, 200, and the 390-series Duke and RC lines in 2017, based on all new platforms, in part tarnavo meet Euro IV emissions standards, and to incorporate new technologies such as ride-by-wire.

In its home market, the 390 Duke"s engine size and weight place it in the mid-range category, and it sells for more than three times the average price of a motorcycle in India.Bloomberg TV India Autocar India Awards.IndianCarsBikes said that with a top speed of 160 km/h (99 mph) and a 0 to 100 km/h (0 to 62 mph) time of 5.5 seconds, the 390 Duke is the fastest motorcycle made in India as of January 2014

After 2017, the 390 series" front brake disc was increased from 300 mm to 320 mm. The headlight was redesigned and converted to LED. The display became a color TFT panel with phone pairing capability. Seat height was increased from 800 mm (31.5 in) to 830 mm (32.7 in) and wheelbase was decreased 10 mm. The brake and clutch levers were also made manually adjustable.

In 2018, KTM updated its Duke 390 with some minor changes, where it added a deflector plate on the left side of the chassis, to avoid exhaust heat near the riders leg.Euro IV emission standards.

A sport bike version of the 390 Duke, the KTM RC 390 was presented at the 2013 EICMA motorcycle show in Italy, though most details had been leaked a few weeks earlier.road racing style bike has the same 373 cc engine making a claimed 44 hp (33 kW) @ 9,500 rpm with a claimed weight without fuel of 147 kg (324 lb). With a fuel capacity 10.0 l; 2.20 imp gal (2.64 US gal), the wet weight would be 150 kg (340 lb).trellis frame than the Duke, which KTM says is stiffer than the 390 Duke.Metzeler 110/70ZR17 front and 150/60ZR17 rear.rake), the RC"s fork has a steeper 66.5° head angle (or 23.5° rake).

KTM added a racing version of the RC 390, the RC 390 Cup for use by motorcycle racers ages 13 to 21 in the ADAC Junior Cup, a MotoGP event. The RC 390 Cup has no lights or mirrors, and no ABS to reduce weight, and an upgraded WP suspension, fully adjustable front and rear. The engine is detuned to a 38 hp (28 kW) with a block-off plate, and has an Akrapovič exhaust.

Motorcycle Consumer News test results of the RC 390"s power were 30.04 kW (40.29 hp) @ 8,600 rpm and 32.92 N⋅m (24.28 ft⋅lb) torque @ 6,800 rpm, with a wet weight of 165.3 kg (364.5 lb)0 to 1⁄4 mi (0.00 to 0.40 km) in 14.02 seconds at 147.87 km/h (91.88 mph), 0 to 97 km/h (0 to 60 mph) in 5.53 seconds, and braking from 97 to 0 km/h (60 to 0 mph) in 43.1 m (141.3 ft).‑imp (56.4 mpg‑US).

KTM revised the RC 390 in 2017 by adding a slipper clutch, adjustable brake levers, ride-by-wire throttle, a larger 320 mm front brake rotor, larger mirrors, and some cosmetic and ergonomic changes.

The 2023 KTM Duke 390 has been successful in grabbing the attention of those who thrill for the joy of street motorcycling. The bike is lightweight and gives a power-packed performance. It was upgraded with a BS6-compliant engine back in February 2020. It guarantees a thrilling ride experience whether one is riding it through the streets or going through a forest of bends. The bike is manufactured in India at Bajaj’s Auto plant in Chakan. At present, the MY2023 KTM Duke 390 is priced in India at INR 2.96 lakh (ex-showroom).

Going by the design statement, the bike rides on a lightweight split steel trellis frame. The bike offers maximum maneuverability and precision. It has been equipped with all-LED headlamps and DRLs that offer it a fully-offensive stance. The bike has not received a cosmetic update since a long time as it was last updated in 2017 when it got an all-new design. However, the new colour options do add up to its astonishing look. As per the latest details available, KTM would be unveiling the 2023 model of Duke 390 by the end of this year. Some media reports also claim that the brand is planning to replace the Duke 390 with a bigger twin-cylinder Duke 490. But according to us, it won’t be happening as Duke 390 is a single-cylinder model and it offers excellent value for money in this price segment. The KTM Duke 490 would be priced on the higher side and would be catering to a different segment of customers.

The 2023 KTM Duke 390 is powered by a BS6-compliant 373.3cc liquid-cooled, DOHC single-cylinder engine. The engine has been upgraded to meet the stringent emission norms. Despite the BS6 update, the output figures of the bike remain unchanged. It churns out 43.5 HP of maximum power at 9000 rpm and 37 Nm of peak torque at 7000 rpm. The engine of the bike remains mated to a 6-speed gearbox. The updated exhaust system with a catalytic converter is a part of the BS6 upgrade of the bike. The motorcycle has been equipped with a Quickshifter+ that allows the rider with clutchless upshifts and downshifts to have a comfortable ride irrespective of its terrain.

The BS6-compliant KTM Duke 390 comes equipped with a TFT instrument cluster. It not only displays the riding data but also provides Bluetooth connectivity. It comes with an ability to toggle Supermoto Mode that disengages ABS at the rear wheel and toggles the Quickshifter+. The Quickshifter icon appears on the screen once the bike is turned on. One can change the display theme, the shift light, clock, these all are available in the settings of the instrument display.

The 2023 Duke 390 measures 2002 mm in length, 838 mm in width, and 1274 mm in height. It has a seat height of 823 mm with a wheelbase of 1357 mm. With the updated exhaust system along with the catalytic converter, the bike is now 4kg heavier than the previous-gen model. The bike now has a kerb weight of 167 kg. The fuel tank capacity of this street motorcycle is 13.5 litres. It has a ground clearance of 151mm which is quite good. The mileage of the bike stands at around 25-30 kmpl while the top-speed offered by Duke 390 is 167 kmph (approximate).

New KTM Duke 390 rides on a split steel trellis frame while the suspension of the bike is handled by WP Apex UpSide Down forks at the front with 142mm wheel travel and a WP Apex mono-shock at the rear with 150mm wheel travel. The braking power of the bike comes from a 320mm single disc at the front with 4-piston fixed calliper and a 230mm single disc at the rear with a 1-piston floating calliper. It gets BOSCH 9.1MP 2-Channel ABS with Supermoto mode which allows the rider to turn off the rear wheel ABS. The street motorcycle rides on 110/70-R17 tubeless tyres at the front and 150/60-R17 tubeless tyres at the rear.

The 2023 model of the KTM Duke 390 is available in two colour options: Metallic Silver and Ceramic White. The look of the bike looks quite appealing. The Metallic Silver colour on the bike looks nice and classy while the wheels of the bike in this colour variant are in orange colour. The exposed trellis frame is also painted in orange and the bolt-on subframe is painted in black. On the other hand, the Ceramic White colour comes equipped with all-black alloy wheels and black/white trellis frame.

Considering the price, the 2023 BS6 KTM 390 Duke is one of the best products in its class and it offers excellent value for money. The bike looks appealing from almost all angles, and it is a fun-to-ride motorcycle. Coming to rivals, it competes in the Indian market with the likes of Bajaj Dominar 400, BMW G310R, Honda CB300R, TVS Apache RR 310, and the Kawasaki Ninja 300.

Had KTM’s 125 Duke (main pic) and 390 Duke (below) been around when I was a teenager, they would have been the stuff of my dreams – the tickets to some much-needed instant cool and popularity.

Just look at them, thanks to a significant restyle for 2017, they’re little versions of the halo bike of the Duke range – the 1290 Super Duke R and that strong family resemblance is going to draw in the cool kids. Both bikes look spot on – with the 1290’s sharp, poised and aggressive aesthetic thanks to a new LED front light unit, cowling round the new larger tank (13.4 litres, up from 11) and a sharper tail unit with new subframe, which is bolted to a new mainframe.

The premium styling and makes these two feel special. KTM says it wants 125 Duke riders to know that they’re riding a proper ‘grown-up’ bike and not a compromised, forgettable learner. I think any rider who owns one of these will know that and it’s the same with the 390 Duke – it looks like so much more than a A2 bike that could get resigned to being a footnote in a rider’s history.

The 125 and 390 Dukes share a few more changes too – their single-cylinder engines are both Euro4 compliant and have both been tweaked to offer a wider spread of power, with a new exhaust silencer on the left side.

Both models also boast a colour TFT dash – a first for a 125 and A2 bike. It’s excellent - bright, crisp and clear, and the information it displays can be easily customized to the rider’s preference using the controls on the left switchgear. The TFT display also adjusts to the ambient light level, has a gear position indicator and tells you if the sidestand is down or kill switch off. It’s a big part of what makes these two feel like such premium bikes, and works with KTM MyRide feature – which allows phone connectivity.

AS I MENTIONED at the start, the 2017 125 Duke has a distinctly premium feel that’s achieved through a combination of angular 1290 Super Duke R styling, a sick new colour TFT instrument panel, and the allure of performance that is sure to excite any young rider. That’s why KTM calls it ‘Jizz of the beast’, or something similar…

But unlike the 1290 Super Duke R, the 125 Duke’s 124.7cc single-cylinder engine is packing a lot less firepower – 15hp at 10,000rpm and 8.85lb/ft, putting it on a par with the Yamaha MT-125. As you’d hope from a bike that’s mostly going to be ridden by learners getting to grips with a geared bike for the first time, the engine is smooth and predictable with sweet fuelling and a nice throttle connection.

The power isn’t going to blow your balls off but it’s entertaining enough because you can ride the 125 Duke at 100% without too much fear of reprisal from the law. Launching away from the lights quickly becomes an event to savour – hold it at 8k and let the clutch out before quickly snicking the slick gearbox into second gear and laughing. Keep it the motor spinning between 7,000 and 10,000rpm and you’re in the sweet spot for making progress, but don’t forget to tuck in and crouch down to eek out the last few precious mph, or you’ll be in the crosshairs of your mate on his 125.

Braking performance from the ABS-equipped radial four-piston Bybre (By Brembo, see) caliper and 300mm disc felt well up to the job of stopping the 125 Duke, with enough power at the lever whenever I went searching for it and the ABS did its job well.

Most of the test ride took place in urban Turin and making progress through the city could have been tricky on other bikes. Turin’s traffic and tram-packed morning streets are a commuter battle ground, but the light, narrow and nimble 125 Duke is the perfect weapon to cut a path past all those unpredictable, horn-happy Italians on a suicide mission to the office and their seventh espresso of the morning.

It’s certainly light on its feet and the eighth-litre Duke has exactly the kind of welcoming ergonomics and ride-feel you’d expect from a learner – although the ride position has been tweaked to be more sporty, it’s still comfortable and natural, making it easy to boss. It means new riders will be able to immediately get on and enjoy the 125 Duke’s lightness and agility and although it looks like a mean mofo of a 125, it’s anything but when you ride it.

The handling follows suit. The little Duke feels direct and as eager as the young scamps who are likely to enjoy whipping it around a congested city or challenging road. The new WP suspension helps here. The front upside down WP fork and the WP shock in the rear give a comfortable ride. They soak up crappy roads with ease to deliver a stable ride feel, meaning that the little Duke kept its composure on some pretty atrocious roads.

As 125s go, this is the one that’s going to have teenagers drooling, because it’s all there - full colour TFT dash, scaled-down Super Duke looks, USD forks, radial front brake and some cool graphics, all backed up with capable performance. It manages not to feel like an entry-level stop gap 125 and crucially, is what we need to inspire new riders to turn to bikes and stick with them instead of buying a shitty Corsa to smoke weed and go fingering in as soon as they"re able.

THE 390 DUKE is the same size and shape as the 125 but the 390’s additional power makes it feel like a little missile in comparison to its smallest sibling.

With the engine singing between 6,000 and 10,000rpm, the 390 Duke makes eager progress and is at its perkiest. It’s immense fun and once on some twisty mountain roads, the 390 really comes alive; because it’s not crazy fast, it can be ridden hard and linking together a series of bends becomes about corner speed, selecting the right gear and making sure you do everything right (the slipper clutch helps here too). Or you can choose to do it wrong – turn on supermoto ABS mode and you can throw out any attempt at neat riding as you deliberately lock up the rear into every corner.

I’m certain the braking power on offer from radial four-piston Bybre front caliper and 20mm larger front disc has improved compared to the previous 390 Duke. I always felt like I had enough power at my disposal – even when things were getting brisk. However, even though they have enough power, it could begin to feel dead as you squeeze the adjustable lever ever closer to the bar.

The suspension feel you get from the 390 is a touch firmer than 125. The previous 390 suffered from a shock that sagged a lot under the rider’s weight but the 2017 bike is free from such a problem. In fact, the new WP suspension is supportive at both ends and responds well when the 390 Duke is being pushed.

As with the 125, the 390 handles with lightness and ease. It’s massive fun to hurl into flowing corners and lever round technical little turns in the road. The firmer suspension makes it feel more precise and eager compared to the 125. Of course, the new sportier ride position helps here too – the new bars put you a little more in touch with the front wheel, and the rearsets are set slightly higher and further back but the 390 Duke never feels intimidating. For the most part, it’s comfy too but the seat is definitely on the firm side. And while I"m complaining... the grips on the 390 (and the 125 for that matter) feel cheap because they"re too plasticky.

The new 2017 KTM 390 Duke is an excellent step on from the previous model - it looks superb and the small changes to its engine, suspension, brakes and geometry come together to create one of the most exciting A2 bikes out there, and one of the most fun bikes I"ve ridden in a while.