ktm duke 390 tft display size factory

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 KTM RC 390 is one of the most ambitious motorcycles in the Austrian brand’s 2022 lineup and in the small capacity supersport bike scene. It has more “Ready to Race” pedigree than ever, thanks to the many contributions of its 2022 iteration including an updated powerplant.

Because of its new IMU, the KTM RC 390 can help with tilt when we need it most. The updated RC 390 gains lean-sensitive traction control, Bosch 9.1MP cornering ABS with two modes, and a full-color TFT display.

Another highlight of this European race-bred bike is its weight reduction. The new wheels alone saved 7.5 pounds (3.4 kilograms) to make it even more of a real-world racer bike. The new RC390 also features WP Apex upside/down fork with 30-step compression and rebound and a new WP Apex rear shock (adjustable) absorber.

The design of this new RC 390 is entirely new, with a larger body that is also easy to disassemble. This shows the deep sporting spirit of this great little supersports bike. The liquid-cooled engine’s output remains at 44 horsepower, although it boasts a new injection map and larger air filter box for more torque and better throttle response. The engine is mated to a six-speed transmission.

The 2022 KTM RC 390 uses the proven 373 cc liquid-cooled, single-cylinder four-stroke engine to maximum effect. Revised engine mapping, improved torque figures, and smoother, hard-hitting power delivery means this state-of-the-art powerplant churns out unmatched performance.

Thanks to a larger airbox, increased torque, and ultra-slick throttle response, the KTM RC 390 rockets off the line and into pole position. A new Ride-by-Wire system also means it steps onto the podium with more precise engine mapping, traction control, and the added benefit of optional Quickshifter+

Four valves, double-overhead cams and, ultra-hard carbon-coated cam levers mean the cylinder head on the KTM RC 390 produces more power but retains its legendary reliability.

A new, ultra-lightweight frame design saves 3.3 lbs (1.5 kg) over the previous generation, making use of a trellis frame and bolt-on subframe, which also gives the 2022 KTM RC 390 improved high-speed stability and increased rider feel. The result? Faster lap times.

The 2022 KTM RC 390 makes use of a completely new suspension setup, giving it real race-bike credibility with unmatched specifications in the sub-400 cc Superpsports segment.

Boasting a 43 mm WP APEX open cartridge, adjustable upside down front fork with 30 clicks of compression and rebound damping adjustment, the KTM RC 390 not only shares proper sportsbike technology with bigger bikes, but it also handles like them too. New axle clamps and a hollow axle save weight up front too.

The all-new KTM RC 390 seat features an improved profile for seamless, unrestricted rider movement, but also has thicker, ergonomically-shaped foam for better comfort. A grippy, hard-wearing outer material has been added to improve grip in all weather conditions.

Taking its lead from the pinnacle of 2-wheeled racing, the KTM RC 390 echoes the design of the KTM RC16 racer in both styling, ergonomics and Factory Racing-inspired color options.

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.

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.

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

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.

It was a remarkable day in the history of the Indian two-wheeler industry when Bajaj launched the first-generation KTM 390 Duke in India back in 2013. It was not the first time that a manufacturer launched a 350-400cc performance bike in the country with a price tag under Rs 2 lakh. However, the package of sportiness and performance that the Austrian brand offered was really uncomparable in this price bracket. And now, Bajaj has launched an all-new 390 Duke in the form of its 2017 model, which not only gets upgraded features but looks much sharper and meaner than its predecessor.

You can see the heavy visual updates in the bike as it gets a completely new styling and some changes in its trellis frame as well. The 2017 KTM 390 Duke receives a revised rear frame that is bolted to the main frame, unlike the welded one in the previous model. The bike shares new style lines with the 2017 KTM 1290 Super Duke R that almost keeps the silhouette of its predecessor.

If we compare the new 390 Duke with the old model, all the edges are much sharper, like the headlamp, fuel tank extenders and the tail. The bike now sports a more minimalistic design approach with even smaller body panels, giving it a more aggressive naked sport styling. The rear view mirrors in the updated model are wider, providing a better back view. Also, the bike now gets a UV protected paint that will last longer even if you park your bike under direct sunlight.

Talking about the dimensions of both the 2017 and the previous models of the 390 Duke, noticeable changes have been made to make the bike agiler. The steering head angle has been increased by one degree while the wheelbase has been reduced by around 10mm. Ground clearance has been increased from 170mm to 178mm and the saddle is also 30mm taller now, increasing the seat height to 830mm. The fuel tank capacity has also been increased from 11.2 litres to 13.5 litres, providing the bike with an increased range.

The new model also gets a full-colour TFT screen instrument cluster - another major update that looks quite interesting. Ditching the headlight-mounted LCD display, the new screen comes directly mounted on the handlebar and some extra buttons have been provided on the left switchgear to control the more functional console.

It also gets KTM My Ride that allows tethering to your smartphone, giving you full control over incoming calls, and an audio player. All the information pops up on the bike"s display and you can manage this optional extra with the menu switch. The ignition key hole has also been shifted from the handlebar to the front-top of the fuel tank. The new model also gets adjustable brake and clutch levers, so one can set them according to the requirement.

The 2017 KTM 390 Duke receives ride-by-wire technology fro better throttle response as compared to its predecessor. The bike retains the same Bosch 9MP dual-channel ABS (Anti-lock Braking System) that ensures safe braking even in emergency conditions. Another new feature added is EVAP system that prevents evaporative fuel losses.

At its heart, the new-generation KTM 390 Duke continues with the same 373.3cc, liquid-cooled single that was doing duty on its predecessor as well. However, the 4-valve motor gets a new side-slung exhaust muffler along with some internal changes to make it compliant with the more stringent Euro4 and BS-IV emission standards.

Coming to the features, let"s first talk about those which have been retained from the previous version. The 390 Duke continues to sport the WP suspension setup, comprising of 43mm upside-down front forks and a monoshock at the rear. However, the front forks are now open cartridge type with adjustable height, providing a broad spectrum of use. While the suspension travel remains unchanged at the rear, the front movement has been reduced from 150mm to 142mm.

Till now, we have learned that the 2017 KTM 390 Duke has got significant updates compared to its older model. Still, the question is, at what cost? The new model has been priced at Rs 2,25,750 (ex-showroom, Delhi), which is around Rs 30000 more than the previous model. The upgraded specifications perfectly justify the extra cost, however, we will be able to provide a clearer word on it after riding the bike. So, keep visiting this space for the ride review of the new 390 Duke.