ktm duke 390 tft display size brands
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!!!
KTM’s Duke range is out, and the family has just gotten bigger. There’s a new 250 Duke that slots between the 200 Duke and 390 Duke. The smallest of the lot gets negligible updates while the 250 borrows styling cues, side-mounted exhaust and slipper clutch from the 390. The best of features are still reserved for the 390, which gets ride-by-wire, adjustable brake and clutch levers, split LED headlights and a segment first, a 5-inch colour TFT display. Here are five things the screen allows you to do.
The colour TFT display has most of the right side reserved for the usual information, such as the tachometer, trip meter, odometer fuel gauge and speedometer. As you keep going faster and faster, it gets more and more difficult to read the speedometer as you can’t afford to take your eyes off the tarmac. The TFT display on this KTM increases the font size of the speedometer gradually as you go past 80kmph to make it easier to read quickly, even as you’re picking up pace.
The bike will allow you to connect your smartphone to it via Bluetooth using KTM’s My Ride app, which will allow you to scroll through your music playlist. You’ll also be able to control the playback using the controls on the left side of the handlebar. Using a motorcycle-specific Bluetooth communicator in conjunction with the bike’s playback controls makes for a perfect companion for longer rides.
This is not part of the standard feature list at the moment, but the hardware is already there to enable it. Multiple ABS modes are said to be programmed into the bike’s software for European markets, though, and KTM could unlock the feature for India at a later stage for an extra price.
The 390’s TFT Display on the launch bike had two modes: Road and Super Moto. Super Moto will complement the ABS mode that goes by the same name. It will allow you spin the rear wheel faster than the front without the electronics cutting in so you can slide the rear using the engine’s power. The inclusion of ride-by-wire has allowed KTM to include this feature in the new 390 Duke. However, just like the ABS modes, these ride modes are not on offer at the moment for India. They could be on offer at a later stage as optional extras, possibly as part of the KTM PowerParts bouquet.
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.
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.
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.
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.
For more experienced off-road riders, the limited wheelspin it generates can make it harder to ride aggressively and power steer through turns. Getting that rear wheel to kick out takes work! But it does hold a clean line and goes where you point it. If you want to go up a hill, the long first gear will climb pretty much anything with a surprising amount of grip from the smooth tires. It won’t skip a beat if you are a big rider like me either. Getting it turned around and heading back down is also a much-less-sketchy maneuver than on any full-sized adventure bike, which gives a new off-road rider or those of smaller stature more confidence to push their limits.
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.
The KTM 390 is a performance-oriented motorcycle series with a stylish design and loads of features. If you are looking for tyres and wheel information for KTM 390 bikes, below is the complete detail.
Indian auto market, for the past couple of decades, has been a charming destination for performance motorcycle manufacturers due to the huge fan following for street and sports bikes here. The Austrian brand KTM launched the 390 series of motorcycles in 2013-14 for those who love to blast past city traffic and cruise effortlessly on highways.
The KTM 390 Duke street bike, followed by RC 390 sports bike, were built on the same principles of unique styling and high-on power for performance-oriented enthusiasts. Over the years, these two have been through comprehensive upgrades to keep the interest intact.
Talking about the styling, the sport-naked 390 Duke features an aggressive streetfighter design inspired by sibling SuperDuke 1290, with new graphics and colour options. The bike comes with an LED headlamp, a colour TFT display that allows Bluetooth connectivity with the rider’s smartphone and a vertically split-designed tail lamp.
The RC 390, on the other hand, is a fully-faired motorcycle that comes with a single-pod LED headlight, revamped bodywork, updated split-seat design and graphics. The new feature list includes full-LED lighting, Bluetooth-enabled digital instrument cluster, traction control system, quick-shifter and lean-sensitive ABS.
The motorcycle is available in two body paints, including KTM Factory Racing Blue and KTM Orange. The new RC 390 is now aero-optimized and equipped with enhanced heat management and better wind protection.
In terms of mechanicals, both the bikes get the 373.2cc single-cylinder liquid-cooled DOHC engine, which makes 43.5PS and 37Nm torque. The engine is paired with a 6-speed gearbox via a slipper clutch and the power is sent to the rear wheel via a chain. With improved ergonomics, both the bikes ride on KTM’s split-trellis frame suspended on a USD fork up front and preload-adjustable monoshock at the rear. The braking mechanism consists of a 320mm disc at the front and a 230mm disc at the rear, with 17-inch alloy wheels.
As far as rivals are concerned, the 390 Duke competes against BMW G 310 R, Bajaj Dominar 400, Benelli TNT 300, and Honda CB300R, while the fully-faired RC 390 rivals the Benelli 302R, Kawasaki Ninja 300, and TVS Apache RR 310 in its class.
KTM 390 Duke and RC 390 have been crafted to beat the imperfections on the road and let the rider confidently peel into the corners. The bikes come fitted with 110/70–17 front and 150/60–17 tyres at the rear.
The KTM 390 Duke and RC 390 are popular bikes, which are high in demand and convey pure street riding and racing feeling. The tyres play a vital role in achieving the high performance expected from such bikes. The radials for 390 Duke and RC 390 can be either, purchased online or offline, with several domestic and international brands offering their unique products.
The table of the five best KTM 390 Duke tyreshas been curated below for the convenience of buyers. All you need is to pick the desired brand and price that you seem fit for your requirements.
KTM is a brand which has become immensely popular in India within a short span of time. Hardly any other motorcycle maker has seen this kind of success. KTM is in a commanding position in the Indian bike market. It also is an aspirational brand that almost every youngster wants to his hands on. For a sub-5 lakh bike, this offers great performance and technology. While the earlier KTM Duke 390 set a new benchmark, the 2017 KTM Duke 390 takes it several notches higher.
The Duke 390 looks radically different from the earlier version. It takes its inspiration from larger Dukes. The bike looks sleek and also larger than the earlier one. It features split headlamps, daytime running LEDs, LED taillamp, TFT screen which make it much more premium now. A new suspension setup has transformed the bikes handling characteristics. Some of the features too are first time ones in the industry.
The same 393cc engine continues to be offered on the Duke 390. The engine now meets BSIV norms The power and torque figures remain the same. The gearbox is also the same six-speed unit. The bike now also comes with Ride-by-Wire technology and also a slipper clutch. How good is the 2017 KTM Duke 390? Read further for our detailed review.
The 2017 KTM Duke 390 now costs more than earlier. This is mainly due to the new chassis, BS-IV upgrade and new features like the TFT screen. This bike is full made in India hence localization levels are very high, this gives it a price advantage. This gives a lot of leverage to the company to price it competitively. The bike has been priced at INR 2.5 lakhs (on-road, New Delhi).
The 2017 KTM Duke comes with new features. KTM has taken a big leap and introduced a TFT screen as the instrument pod. This feature is seen only on bikes costing beyond INR 10 lakhs. Also, only a few of them have it even in higher segments. The screen has tell tale lamps on one side and the speedo and tacho on the other side. As you rev more, the tacho indicator changes its colour, to indicate higher RPMs. The digital speedo display increases in size as speeds increase, thereby warning the rider of higher speeds which are visible clearly.
There are controls for the trip meters, time and date as well. You can connect bluetooth and audio by pairing your smart phone and it allows you to control music and calls via a toggle switch on the left switchgear. The TFT screen is adaptive and adjusts its brightness as the the light conditions. This is an awesome feature, to say the least. The bike does on have navigation, currently, however, this can be added later on, as the system is ready for it. The new KTM Duke 390 has taken several leaps and now the competition needs to do the catching up.
The first thing you notice on the 2017 KTM Duke 390 is the new headlamp. This a split design one and is inspired by the Super Duke 1290. The new Duke 390 is a very attractive bike, much more than the earlier model. There are daytime running LEDs on the headlamp. The bike looks sportier coz of the darker orange colour and the stylish body graphics. The graphics are new on the bike and and so is the branding. The fuel tank is now a metal one.
The chassis of the New Duke 390 is all new. It is a more robust one and offers much improved ride and handling. The wheelbase of the new Duke 390 is shorter by 10mm, this is due to the new chassis. With all the new styling, the bike is a real looker and can make heads turn wherever it goes.
The 2017 KTM Duke 390 is power by a 373cc engine. It delivers 43bhp and has 37Nm of torque. The torque has now increased by 2Nm and the power remains the same. This egnine is the same as the earlier model but now comes with BSIV norms. There are few tweaks done to the engine. The grab is the same six-speed unit.
The bike also gets a slipper clutch for better control and even Ride by Wire technology which enhances throttle response. There is a side slung exhaust, which makes the bike sound different. The note of the 2017 KTM Duke 390 is now deeper and more refined, also easy on the ears. We like it.
The top speed of the 2017 KTM Duke 390 remains similar to the earlier model. We managed a top speed of 160km/hr on the test track. Triple digit figures set in very quickly for the 2017 KTM Duke 390. 0-100km/h takes about 5.6 seconds.
The 2017 KTM Duke 390 is the same in terms of performance. In fact now it has better rideability. With the added torque that sets in earlier, the bike is more maneuverable and even more fun to ride. Also, with the updated chassis and the open cartridge upside down forks, it handles much better too. The ride is better now and the new seat plays a vital role in enhancing the comfort level. The foot pegs are now placed slightly higher and also pushed back. The 2017 KTM Duke 390 is a pleasure to make it dive into corners and it urges you to push it more.
The 2017 KTM Duke 390 comes with Bosch 9MB dual-channel ABS. The front disc brake is the same four-piston radial fixed caliper one with a 320mm disc. The rear brake is a single-piston floating calliper with 230mm disc. There is a slipper clutch too.
In terms of fuel efficiency, the 2017 KTM Duke 390 returns about 35 km/l on the highway and about 28 km/l in the city. The mileage is similar as before. With BS-IV, we could expect a reduction. As mileage isn’t the main criteria for a KTM rider, the primary focus is on performance.
KTM is targeting the upcoming BMW G310R, TVS Akula 310 and even the twin-cylinder Benellis as well. The Duke 390 is in a league of its own. KTM is one of the highest selling bike in this segment, however it now that the segment is growing. The company is looking at adding more and more updates to make the it competitive and retain its market share.
The 2017 KTM Duke 390 is more expensive now. However, with the addition of new features like a new chassis, the TFT screen, open cartridge USD forks, Ride-By-Wire, slipper clutch and even the side slung exhaust, the bike is still good value for money. Its performance makes it beat even bigger machines in acceleration and top speed. The improved riding dynamics make the 2017 KTM Duke 390 a fantastic package to consider. It is difficult to get this much at this price.
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.
For anyone who likes to take bends as rapidly as possible, the KTM 390 Duke is a sheer riding ecstasy. This nimble and light city motorcycle is great for you if you want a ride that falls somewhere between a 300cc and a 500cc category.
The KTM 390 Duke is equipped with a six-speed, liquid-cooled engine that produces 32 kW power. It is powered by an electronic starter. The total displacement offered is 373.5cc, which is a lot of power for the money.
You can"t just ask for more in terms of user aids than the KTM 390 Duke already provides. The 390 Duke is equipped with twin circuit Bosch ABS as default, as well as Supermoto mode for added enjoyment. Riders have entire control of the brake pedal in this setting, while the ABS keeps control of the front. You may push your talents to the extreme in Supermoto mode as it gives you more control.
Tethering your cell phone to your KTM 390 Duke for navigating and audio is also quite simple. You can keep your fingers where they should be while still tapping into the TFT screen with ease, thanks to a menu button on the grips.
Riding the KTM 390 Duke is a lot of fun, even though it has a small engine compared to more powerful motorcycles. Its major competitors are the Honda CB300R and Husqvarna"s Vitpilen 401, both of which have less than 400cc of engine capacity. Let"s have a look at some areas where these three bikes could easily compete.
Both the Honda CB300R and the Husqvarna Vitpilen 401 have the virtue of being newcomers to the market. They dress in modern neo-sportswear that strikes a nice combination of past and present. They are, in some sense, responses to the fantastic little 390 Duke, which dominated the entry-level naked bike sector when it debuted three years ago.
It"s difficult to pick a winner in the aesthetics area because all three motorcycles are equally equipped for success. The KTM"s rough edges and colorful pumpkin colors are sure to appeal to novice riders. The CB300R, on the other hand, is significantly more subtle, yet nonetheless attractive and simple to live with without attracting undue attention, for better or worse.
We like the CB300R"s sleek, boxy forms, which display the vehicle"s mechanics in a stylish way. The Vitpilen 401 subtly raises the volume, making it ideal for individuals who want to store their motorcycle in the sitting room and use it as a coffee table. It"s a motorcycle that draws attention with its big white torso, curvy stepped seat, and exquisite spoked tires.
The TFT screen on the orange Duke 390 motorcycle is the most sophisticated, offering a vibrant contrast to the monochrome LCD on the other two. Between the CB300R and Vitpilen 401, the former wins because its screen is simpler to see.
Weight is a major concern for inexperienced riders. The Honda CB300 weighs only 315 lbs., 47 pounds less than the KTM 390 Duke and 25 pounds less than the Vitpilen 401.
Admittedly, the Honda CB300R has the tiniest engine, but it still manages to produce a remarkable amount of acceleration for a motorcycle of its size. With its 286cc engine, the Honda produces 27.5 horsepower at 8,300 rpm, which is 13.7 horsepower less than the European-built rivals. It also has a lower maximum torque of 8 pound-feet.
The KTM 390 boasts a powerful 373cc single-cylinder liquid-cooled engine. A 6-speed gearbox is available, and the ride can produce 44 HP at 9,000 rpm with a torque of 37Nm. The Vitpilen 401 also comes with a 373cc single-cylinder engine that is quite compact. It is equipped with a 6-speed gearbox and can produce 37Nm of torque, which makes the 401 ideal for urban riding. A ride-by-wire system operates the electronic fuel injection to deliver refined and controlled power.
When it comes to horsepower, the Vitpilen 401 takes the lead over the KTM 390. Throttle and engine responsiveness are also quicker and more noticeable, which isn"t always a good thing, especially in the hands of a beginner rider. On the other hand, more advanced users will certainly prefer the engine"s punchier feeling.
The way these singles generate power has a significant impact on suspension effectiveness. The powerband of the four-valve mill in the Duke 390 and Vitpilen motorcycles, for instance, fills up the suspension system more than the Honda"s softer delivery. At high speeds, the white Vitpilen and orange Duke’s engines shake a little more, causing extra vibration to enter the controls.
It"s no surprise that the Honda gets the best gas mileage for its smaller volume. It provides 71 mpg, which will give the 2.7-gallon gas tank some long legs. The KTM and Vitpilen, on the other hand, are a bit behind in the area, with the Vitpilen averaging 48.9 mpg and the KTM managing only 48.5 mpg.
In terms of suspension, all three bikes use non-adjustable twisted forks that not only look fantastic but also provide athletic handling. The rear suspension design is very identical, with the shocks attached directly to the frames and swingarm in this combination. The Honda"s configuration proved to be the most effective, providing the most directional movement both at a leisurely cruising speed and at high speeds through bends. The KTM suspenders provide a livelier ride than the Honda, but it"s nowhere near the Vitpilen"s springiness.
Despite its small size, the Honda"s aesthetics are the most comfortable and natural. However, if you"re taller than average, you won"t find the KTM 390"s cabin as roomy as the Honda"s. The seating posture underneath the waist is particularly tight and unproportioned. Nonetheless, we prefer the handlebars and more upright posture of the Husqvarna. The option to alter the placement of the clutch and stop levers on Euro bikes is also a nice feature. If you"re looking for a more concentrated, racy-feeling motor below your legs, though, you"ll probably go toward the Vitpilen, particularly if you"re a tall guy.
You"d be pleased to ride any of these three motorcycles home at the end of each day. Each provides a unique perspective on motorcycle riding as well as a statement about the person behind the wheel. Despite being the most affordable, the Honda is the most refined motorcycle, with the superior build quality and a smooth, comfortable ride. But the KTM 390 Duke also has a class of its own, and the Husqvarna Vitpilen offers pretty much the same power as the Duke. It essentially all boils down to what you prefer in a two-wheeler.