ktm duke 390 tft display size pricelist

In terms of posture duke, in terms of sport bike dynamics and handling its rc. it all depends on your choice, both bike puts lots power to the rear wheel, but are also fairly comfortable, seat comfort and highway i would prefer the duke, but as a rc owner i can tell you, rc"s are a blast on the highway , both are so much relatable. if you are driving way too long, and you don"t know much about how to handle a sport posture bike like rc" like holding tank with legs- which gives you less pressure on your wrists. then i would recommend you go for duke. But when you buy an rc you can learn too and people have made trip to kanyakumari to kashmir in that . so they are versatile,and lastly you need to maintain your ktm bikes pretty good, meaning more service visits every 5k kms or 6 months whicever comes early. if you are in a more dusty region then every 4 months compulsory, then your bike will ride very very good. no probs. i am an owner of more than 5 years, people do have complains on the bike and its parts wearing off quickly , quite true, but then thats how you got the less price tag. enjoy your day. test ride that bikes.

To be honest... If you ask which is a better vehicle in terms of performance, handling, controlling and stability with road grip... RC390 is much better than Duke 390.Now, if you are looking for latest features such as TFT display, Bluetooth connectivity which allows you to receive and decline calls from handlebar itself.. change songs.. increase & decrease volume etc. then Duke 390 is the best choice... also, it offers you the sitting posture which is both commited also and relaxed as well... whereas in RC390 its only commited riding position which May give you back pain and wrist pain if you are not used to riding sport bikes.

RC390 handle wind blast but same way it have committed posture. with feed back from RC driver they feel comfortable while drive in handling same for me.though i am having D390 its near to safe and good for long term.

In terms of posture duke, in terms of sport bike dynamics and handling its rc. it all depends on your choice, both bike puts lots power to the rear wheel, but are also fairly comfortable, seat comfort and highway i would prefer the duke, but as a rc owner i can tell you, rc"s are a blast on the highway , both are so much relatable. if you are driving way too long, and you don"t know much about how to handle a sport posture bike like rc" like holding tank with legs- which gives you less pressure on your wrists. then i would recommend you go for duke. But when you buy an rc you can learn too and people have made trip to kanyakumari to kashmir in that . so they are versatile,and lastly you need to maintain your ktm bikes pretty good, meaning more service visits every 5k kms or 6 months whicever comes early. if you are in a more dusty region then every 4 months compulsory, then your bike will ride very very good. no probs. i am an owner of more than 5 years, people do have complains on the bike and its parts wearing off quickly , quite true, but then thats how you got the less price tag. enjoy your day. test ride that bikes.

To be honest... If you ask which is a better vehicle in terms of performance, handling, controlling and stability with road grip... RC390 is much better than Duke 390.Now, if you are looking for latest features such as TFT display, Bluetooth connectivity which allows you to receive and decline calls from handlebar itself.. change songs.. increase & decrease volume etc. then Duke 390 is the best choice... also, it offers you the sitting posture which is both commited also and relaxed as well... whereas in RC390 its only commited riding position which May give you back pain and wrist pain if you are not used to riding sport bikes.

RC390 handle wind blast but same way it have committed posture. with feed back from RC driver they feel comfortable while drive in handling same for me.though i am having D390 its near to safe and good for long term.

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.

KTM 390 Duke is a street bike available at a starting price of Rs. 2,94,976 in India. It is available in only 1 variant and 2 colours. The KTM 390 Duke is powered by 373.27cc BS6 engine which develops a power of 42.9 bhp and a torque of 37 Nm. With both front and rear disc brakes, KTM 390 Duke comes up with anti-locking braking system. This 390 Duke bike weighs 171 kg and has a fuel tank capacity of 13.4 liters.

KTM India has launched the 2022 390 Duke in the Indian market with new colour options. The sub-500cc roadster from the Austrian brand is available in two new paint schemes – Dark Galvano and Liquid Metal. The Dark Galvano theme features a stealthy look while Liquid Metal packs a bolder colour combination with a bright orange paint for the fuel tank, rear panel, and chassis.

The changes to the 2022 model are limited to the addition of paint revisions. Meanwhile, the motorcycle retains styling elements such as the 1290 SuperDuke-inspired headlight, a muscular fuel tank, split-style seat, side-slung exhaust, and 17-inch alloy wheels on both ends. The feature list, too, remains unaltered and the 2022 390 Duke retains full-LED lighting, Bluetooth-enabled colour-TFT display, quickshifter, and dual-channel ABS.

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

KTM DUKE 390 price is Rs 2.52 lakhs (Ex-showroom). KTM DUKE 390 is an entry level super bike. KTM has left no stone unturned to made it appealing for the drivers who love racing stunts and long rides on weekends. KTM provides a super bike with its budget cost in check.

KTM DUKE 390 is a steel trellis frame which is powder coated. Headlamps which are highlights of KTM models. Fully LED single unit titanium Headlamps provide a robotic feel to the bike. In the front as well as rear there are LED indicators. KTM DUKE 390 has a length of 2145 mm, breath of 760 and height of 800mm.

KTM DUKE 390 has a 43 WP apex front suspension. It has front tyre @110/70 which is 17”inch radial tubeless tyre. It is a Metzeler tyre. KTM DUKE 390 has a ground clearance of 175 mm.. KTM DUKE 390 has a displacement of 373cc. KTM DUKE 390 provides Maximum power 43 BHP @9000 RPM and it provides maximum torque 37 NM @7000 RPM.

KTM DUKE 390 has a mono rear suspension. It has a dual finish uplifted exhaust. The bike has upside down forks. It has a 6 speed transmission. It has an ABS which is from BOSCH. It is 9.1 MP two channel ABS (super moto ABS). The bike has a seat height of 830mm. The fuel tank capacity is 13.4 litres. Dry weight of the bike is 149 kgs.

KTM DUKE 390 has a BOSCH EMS with RBW. The bike has an antihopping clutch which is mechanically operated (adjustable clutch and brake levers). KTM provides premium quality switch gear. Knuckle guards are provided to protect hands off the road. Premium quality backlid switch gear is provided by KTM. Ride by wire throttle is a sensor which is provided for better pickup control.

KTM DUKE 390 provides fully digital instrument console. It looks as if one is playing on playstation. The instrument console is bluetooth operated which even gives a service reminder. The rider and pillion seat is comfortable. KTM DUKE 390 has a single cylinder fuel injected liquid cooled 4 valve 373cc engine. The engine is known for its speed and power. Ex-ring chain and cross bridging is provided as both the discs in the front as well as in the rear are mounted on opposite side. Fully LED back lamps are provides.

KTM DUKE 390 provides mileage of 22-25kms per litre. It has a top speed of 170kms. The radial tyres attached in the bike helps in high speed stability and to maintain a higher speed. Even puncture problem doesn’t persist in these tyres as compared to other tubeless tyres.

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.

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.

It’s more than just the lack of a throttle cable; it guarantees a smooth throttle response. The ride-by-wire system on the KTM 390 DUKE makes sure that the powerful torque is delivered perfectly.

The KTM 390 DUKE has a multicolour TFT display that is a first in its class. It shows you all the information you need to go faster in a clear, uncluttered way. As you rev the engine, the display bars change colour to tell you to keep going or slow down if the engine is still cold. The screen’s colour automatically adjusts based on how much light is around the bike.

The latest model of KTM Duke 390 gets the qucikshifter+ feature. This bike feature allows the rider to change the gears up and down by pulling the clutch, making this an excellent naked sports bike ready to roar on the highways and tracks.

To illustrate this, we have two examples on hand, cut from the same cloth, but alike as chalk and cheese. For your entertainment, we present, the 2017 KTM 390 Duke, priced at RM28,800, and its smaller sibling the 2017 KTM 250 Duke, going for RM21,730.

The Duke name is well-known amongst Malaysian bikers, with a reputation for being nimble handling, front-wheel-in-the-air hooligan bikes, and this pair were revised for 2017. As single-cylinder machines, KTM’s Dukes were, first and foremost, always fun bikes to ride.

But has this trait made it through to the new machines? We took both the KTM 390 Duke and 250 Duke on review, setting out to find what has changed, what has stayed the same, and was the mix still enough to make the rider smile?

As a pair in the KTM street bike catalogue, the 250 and 390 Dukes have proven themselves to be popular with local riders. For many, KTM represents a choice distinct from the usual crop of Japanese offerings.

After an introduction in 2012, KTM has given both the 250 and 390 Dukes model make-overs. In the case of the 390 Duke, the change is fairly extensive, more so than the 250 which mostly gets some graphic and body updates, new headlight with DRL and a new sub-frame.

For the 390, the biggest obvious change is the bisected headlight with DRLs, as seen on its bigger sibling, the 790 Duke “The Scalpel”. Inside the cockpit, the 390 also gets a TFT-LCD colour screen, much like the one seen on the Super Duke R and Super Duke GT we reviewed earlier in the year.

Ride-by-wire is standard for the 390 Duke, while the 250 Duke makes do with the traditional throttle cable. Seat height on the 390 and 250 goes up by over an inch, to 830 mm from 800 mm previously, while wheelbase shrinks by 10 mm to 1,357 mm.

In terms of all up weight, both the 250 and 390 Dukes have put on a few kg, with the 390 now coming in at 149 kg, up by 10 kg, and the 250 Duke adds 8 kg, bringing weight to 147 kg.

Another change applied to both Dukes is the rear sub-frame, which is now a bolted on assembly, as opposed to the previous versions’ welded unit. This will make things easier to repair or replace should the unfortunate happen, saving having to write off a frame if damage is only to the rear-end.

That’s most of what has changed, and what is new, for the pair of Dukes, but what everyone wants to know is, what are they like to ride? Well, we were warned by KTM’s marketing person-in-charge, the 390 and 250 were very different in execution, despite being the same physical size and only 2 kg apart in weight.

Going past the obvious difference of engine capacity, and to a lesser extent gearing, what sets the 390 apart from the 250 is the power delivery. We reviewed the 250 Duke first, with KTM Malaysia saying it was the best way to find out what each bike could do.

At the first approach, the smaller KTM Duke looked tall, and short in the wheelbase. The numbers bear this out of course, but after getting on, we didn’t feel the difference all that much from the 2016 KTM 250 Duke we reviewed, and found enough space to get comfortable.

The riding position, as befits a KTM hooligan bike, is all head-down, arse-up, elbows out, and this certainly aids in keeping the bike under control. Thumbing the starter button, the 249 cc thumper burst into life with little hesitation, settling into a vibe-y idle.

We felt the vibration most in the bars, but it must be noted, the vibration control is a huge improvement over the previous 250 Duke. While the last generation machine had engine vibration to put one in mind of a brush cutter, this year’s 250 Duke is a joy to ride.

Taking the 250 Duke around our usual test loop and back on the highway, we found the handling to be very light and nimble, something we remembered from the 2016 250 Duke, and it would go into corners readily.

But the 250 Duke is not really meant for mile-munching on the multi-lane highways. Its forte is the surface street, and country back roads. In these two environments, the 250 Duke’s light weight and short wheelbase give near zero-lag in steering response, and this allows the rider to carve through traffic and make short work of getting from point A to point B.

For this type of point and shoot riding, the 250 Duke’s ABS-equipped Bybre brakes, the front a four-piston radial mounted calliper clamping a 300 mm disc, performed well, with no hint of fade during some spirited riding. Clawing speed down when approaching a corner was a bit of a challenge on one very fast ride, but we put it down to our 82 kg rider weight more than anything else, as well as passing the braking point well beyond where it would have been advisable to do so.

On the suspension side of the things, the 250 Duke carries an upside-down WP Suspension fork, with no adjustability, while the rear is a preload-adjustable monoshock. For one-up riding we found the suspension compliant, if a little stiff at lower speeds, soaking up road imperfections with no fuss.

Adding a 12-year old pillion improved things during city riding, but when the time came to carve the canyons, our passenger was advised to grab a ride with someone else. On the edge, the suspension did give a little wallow and get vague, and we attributed this to budget considerations when the 250 Duke was in suspension design specification stage.

Overall, we did like the 250 Duke for what it is, a naked street machine that appeals to the younger rider, or kapchai rider making the transition to a “real” motorcycle. But, we did find it wanting in the top speed department, despite the eager torque of the engine.

Handing back the 250 Duke, we informed KTM Malaysia of this, and the reply we got was a knowing smile, and “then you are going to like the 390 very much.” With a generous dose of journalistic skepticism, we grabbed the keys to the 390 Duke, and headed out.

If this review is too long for you to read, the short version is, which we sent as a message to the KTM marketing person within a hour or so of riding the 390 Duke, “this bike is bonkers mad!” If you want to know why this is so, continue on.

With the slew of upgrades it received in 2017, the 390 Duke took the old Duke’s formula of being a fun bike to ride, and made it better. The vibration that would numb our palms from the old bike is now very much minimised, making the 2017 390 Duke easier to live with, especially when things get fast and furious.

With a claimed 44 hp from the single-cylinder engine, and some 37 Nm of torque, up from the previous 35 Nm, the 390 Duke was found to be most entertaining, and did not like going anywhere slow. Or rather, should we say, the 390 Duke wanted you to ride it hard and fast.

This behaviour was encouraged by two things, the ride-by-wire throttle which made response sharp as a tack, and the three-mode Bosch ABS. Three modes you say? Yes, the normal two-channel ABS, the option to switch it off, and a “Supermoto” mode, which we first encountered on the Super Duke R.

In Supermoto mode, the ABS is applied only to the front wheel, and this allows the rear wheel to be locked up at will. If you have to ask why anyone would want this mode on a motorcycle, then you are not the intended customer for the 390 Duke.

To best appreciate the 390 Duke, or, as one of our riding buddies refers to it, the “Baby Scalpel”, there is a need to be committed to the corner, to switch Supermoto mode on, and throw the rear wheel in sideways. If you cannot do this, then trust us when we say, you will soon learn how.

That the 390 Duke encourages hooligan behaviour is no surprise. It is one of the things we have always liked about KTM’s motorcycles in general, and that “stick it to the authorities” attitude.

Throughout our review period with both Dukes, the trellis frame, with the bolted-on sub-frame, was nicely stiff in most conditions, save for certain instances when we could feel the swingarm flex in protest at being fed the power on full throttle, notably when already heeled over.

This would be a rare occurrence for most riders though, and under normal, and fast, riding conditions, this situation would not arise. In any case, the rider can take it for granted the 390 Duke will take everything the rider can dish out, and come back asking for more.

Performance from the Metzeler M5 tyres fitted as standard equipment was on the low side of acceptable for sports use, and are meant for general purpose riding and long tyre life. If either Duke were to be included in the stable, suitably sticky rubber will be sourced, which we feel will allow the Dukes to perform to the best of their ability.

A welcome change is the increase in fuel tank capacity for both the 250 and 390, to 13.4 litres, up by 2.4-litres. We remarked on this during our review of the 250 Duke last year, and the increased capacity will make for easier journeys.

During the time we had the 390 Duke, the onboard trip computer recorded a variance in fuel consumption of between 4.4-litres per 100 km (best), and 5.6-litres per 100 km (worst). Your mileage will, of course, vary, but we felt these were acceptable numbers for a thumper being ridden very hard. Very hard indeed.

As for the 250 Duke, we did not perform any real fuel consumption tests, but from looking at the fuel receipts and cross-checking against the odometer, we came up with a nominal figure of about 3.8-litres per 100 km. Not to shabby, considering the little quarter-litre thumper had to haul around an 82-kg rider who was not gentle on the throttle.

As for negative points, there were a couple. While fitting and finish were on the whole, good to above average, we noticed some panel gaps and fit issues, notably for the plastic panels on the fuel tank, though we would not call them deal breakers. Aside from that, the Dukes are tall bikes, as far as sub-500 cc machines go, and some riders might have an issue getting both feet down confidently.

A smaller issue, literally, was the size of the handlebar grips. While it might be fine for most riders, we had issues wrapping our gorilla paws around them, and would be looking at the aftermarket for grips in a larger diameter.

So, who needs a 2017 KTM 390 Duke at RM28,800, or the 250 Duke at RM21,730?. It should be noted that while both bikes are similar in stature, their performance could not be more different. The 390 Duke is not merely an upsized version of the 250, and the 250 Duke is designed to ride differently from the 390.

In this market segment, for the quarter-litre class, there is a multitude of choices, from Kawasaki’s single-cylinder 250SL, priced at RM16,539 and two-cylinder Z250 at RM21,330, both without ABS, as well as the Z300 ABS, retailing for RM25,607. Other options include the BMW Motorrad G 310 R at RM26,900 and the soon to be launched Modenas Dominar 400, based on the previous generation 390 Duke, at a rumoured price of below RM20,000.

If you are in the market for a naked street 250, equipped with ABS, then the 2017 KTM 250 Duke makes a good choice. As for the author, the 2017 KTM 390 Duke will be finding a slot in the stable soon, simply based on the grin on his face when the helmet was removed.

KTM"s compact adventurer, the 390 Adventure is an entry-level adventure bike from the Austrian brand. Made in the Philippines, this adventure-tourer carries the sporty DNA of the 390 Duke and merges it with the kit that suits long rides and some light trails. It brings KTM"s "Ready to Race" attitude with more versatile ergonomics, a light chassis for its segment, and innovative technology to adapt this bike to many conditions.

Equipped with the tried-and-tested 373cc single-cylinder engine, the 390 Adventure makes a modest 43 hp and 37 Nm of torque. Its engine is very punchy and can even go toe-to-toe with some multi-cylinder motorcycles that hover around 400 ccs in displacement. On top of that, and helping to keep your inputs smooth is a slipper clutch which will allow smooth downshifts and peace of mind from rear-wheel hop. Also on that "Ready to Race" mentality, KTM equips its engine with the innovative "Ride-by-Wire" technology which helps with the power delivery and smoothness thereby maximizing the power from the big single. All of this is mated to a 6-speed manual gearbox.

The frame of the 390 Adventure is similar to the KTM 405 Rally. Featuring the brand"s signature trellis frame, it serves as the backbone for this compact adventurer and it also comes in two parts. Damping duties are brought about by adjustable WP APEX suspension. Coming in at a massive 43 mm in diameter, the front forks are not just robust, they also come with 170 mm of travel and adjustable compression damping and rebound. Meanwhile, the rear features 177 mm of travel and is adjustable with spring preload and rebound damping as well to fine-tune the bike to different conditions or for more comfort over long distances.

Even with a seat height of 855 mm the 390 Adventure does well to be more rider-friendly with its narrow seat width. Also covering this part of the bike is a grippy, yet comfortable foam and upholstery that ensures that the rider and possibly his pillion, stays comfortable. Also a carry-over from the Duke models, are the footpegs that are slightly angled, but widened to give riders a sure-footed perch to stand on or place their feet for long periods of time. Other features include a windshield, a powerful LED headlight, a bright and clear 5-inch TFT display, and rider assist features such as Motorcycle Traction Control, Offroad ABS, Cornering ABS, and the KTM My Ride system.