tft display duke 390 made in china

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.

Dealers say that the main culprit is the TFT display used on the 390 Duke, which is not available due to the global semiconductor shortage that continues to rage. While this TFT is shared by both the Duke 390 and the 390 Adventure, KTM appears to be in the difficult situation of having to ration out its limited semiconductor supply between models. At present, the updated 390 Adventure and RC 390, which will soon be launched, are taking precedence over the 390 Duke.

Unlike the other 390s, the 390 Duke is not in line for updates anytime soon, and the shortage of supply is not linked to a model year update arriving anytime soon. KTM is, however, working on the next-generation 390 Duke, and has been spotted testing a significantly updated motorcycle with more comprehensive changes, especially in the chassis department. But this next generation is still some time away, and the earliest you can expect to see it is at the end of 2022.

Quick, head over to KTM.com, and check out the “Travel” bikes. What have we got here? A few 890 models, a 690 Enduro R (really, that’s a travel bike?), a couple of 1290s, and the . . . 390 Adventure?

What? Is the 390 Adventure really travel-ready? I’ve just got back from a 5,000-kilometer trip around Newfoundland on a 2021 model, and, after that, I can tell you this: the 390 Adventure is more than able to handle hard miles.

The 390 Adventure makes about 43 horsepower at the crank, and 27 pound-feet of torque. That’s not much, but it’s enough to do the speed limit with a bit to spare, in most cases. If you’re on a standard North American highway, with top speed 65–70 mph (100–110 km/h), the 390 will do better than the limit, even on the uphills. Running around Newfoundland, the only time I ever felt I needed more torque was on really long uphill runs, especially if I was battling wind. Otherwise, I had no problem running with the other bikes on this trip (a Yamaha Tenere 700, a BMW R1100 GS, and a Suzuki V-Strom 1000). It’ll run at 130 km/h (81 mph) forever, and even faster on the flats. Just like a big old 650 thumper.

Although the 390 has noticeably less torque than the old DR/KLR/XR 650 singles, the optional quickshifter makes up for it. Clutchless upshifts/downshifts let you bang through the gears for quick acceleration on passes, or for backroad blitzing. It’s useful in town, too.

Good news, then. The 390 has lean-sensitive ABS (Road and Offroad modes) and traction control (On or Off). It’s easy to switch between the electronic features, with an intuitive interface between the four-button array on the left handlebar and the TFT screen.

The 390 comes with the capability to integrate KTM’s MY RIDE app. This gives you a GPS readout on the TFT screen, as well as control over your phone’s music playback. I did not use this function, as I didn’t need it (had a Garmin GPS along with me already, and directly connected my phone to my Cardo intercom). However, it’s there and would be quite useful for many riders.

Of course, many riders need, or think they need, more power and a more capable chassis. However, I found the little 390 a very willing little burro for hillclimbs and general gravel-road fun, as long as you rode it carefully. That 19-inch wheel doesn’t have the same roll-over capability as a 21-incher, and it’s a cast rim, not spoked. Photo: Zac Kurylyk

Everyone says they want a big bike for highway miles, with good street handling, and they also want a bike that’s easy to ride offroad. The 390 Adventure is a decent compromise in that it gets the job done on the highway, and the WP Apex suspension and 19-17 wheelset are decent offroad, too. Not as hairy-chested as a longer-travel suspension with 21-18 wheels, but this isn’t that kind of bike.

The 390 Adventure is perfectly suited to the type of rider who is curious about the view from a pole-line road, or a possible campsite down an ATV trail, but isn’t looking to go mud-bogging or launching off jumps. Given the bike’s plastic skidplate and handguards, limited ground clearance and cast rims, I was perfectly happy to ride it at slow-to-moderate speeds. This machine does not encourage you to get in over your head, a thousand miles from home. Its low weight and low seat height are non-intimidating, and encourage you to get off the tarmac to explore—just don’t push your luck, kid.

I’m sure other, more adventurous souls will chime in now, with tales of how they’ve assaulted the tiniest goat trails of Copper Canyon with their 390 Adventure. You guys do you, I’m happy taking the bike along easy, unpaved routes at easy speeds.

OK, there’s not as much stuff on the market for the 390 Adventure as there is for, say, a KLR. However, when I went to Newfoundland, Rocky Mountain ATV/MC sent me a Tusk tail rack ($139.88). I added Giant Loop’s Great Basin tailbag (68 -litre capacity, $499 US) and Fandango tankbag (8-litre capacity, $260). Giant Loop’s tailbags generally don’t need a rear rack, but it makes life easier, especially because I strapped my camp chair down to it.

While I would have liked more torque on this trip, I didn’t need it. And it’s not one of those “250 is enough” deals. The 390 has enough jam to hang in the passing lane on the highway. Photo: Zac Kurylyk

Right now, the 390 Adventure MSRP is $6,699 USD, $7,399 CAD. The quickshifter is an optional extra. As far as I’m concerned, this is a bargain. It’s well in the range of Japanese 650 thumpers, but comes with crash bars (at least in Canada) and a full electronics package.

It’s also a cheap bike to run. For fuel consumption, I managed 4.2 litres/100 kilometers during my time on the 390 Adventure, which works out to 56 US mpg. I returned the bike with 6,000 meters on the clock, and the Continental TK70 tires had plenty of life left, more than could be said for the other, bigger bikes on my trip.

Dealers say that the main culprit is the TFT display used on the 390 Duke, which is not available due to the global semiconductor shortage that continues to rage. While this TFT is shared by both the Duke 390 and the 390 Adventure, KTM appears to be in the difficult situation of having to ration out its limited semiconductor supply between models. At present, the updated 390 Adventure and RC 390, which will soon be launched, are taking precedence over the 390 Duke.

Unlike the other 390s, the 390 Duke is not in line for updates anytime soon, and the shortage of supply is not linked to a model year update arriving anytime soon. KTM is, however, working on the next-generation 390 Duke, and has been spotted testing a significantly updated motorcycle with more comprehensive changes, especially in the chassis department. But this next generation is still some time away, and the earliest you can expect to see it is at the end of 2022.

So what exactly is this Excelle 321R? Well, on paper, it isn’t all that bad. Features consist of an LED headlight and tail light, inverted front forks, dual front disc brakes, and dare I say, a rather handsome single-sided swingarm. It even comes with a full-color TFT display. The engine is a 321cc parallel-twin with a 180-degree crankshaft. If this sounds familiar, that’s because it certainly is. It is, in fact, suspected to be a clone of the engine found in the Yamaha R3. That said, sources claim that this engine is a reverse-engineered R3 engine, which is really just a fancy way of saying that they straight up copied it, right?

The manufacturer claims that the engine produces 42 horsepower at 10,500 revs, and has a top speed of 112 miles per hour—pretty impressive stuff. Even more impressive, it weighs a featherweight 153 kgs, exactly the same as the KTM 390 Duke. That said, it’s sure to be quite the punchy little naked bike. Initially launched in China at CNY 25,000, or the equivalent of $3,813 USD, there’s no telling as of yet whether or not this bike will enter the global market.

To make up for its lack of power, CFMoto has fitted the bike with nothing but the techiest features available in the market for bikes of this class. It gets a full-color TFT display and LED lighting all around. The bike is suspended on KYB-sourced inverted forks and a preload-adjustable rear monoshock. Braking duties are likewise handled by ABS-equipped disc brakes on both ends.

The 2017 KTM Duke 390 is now available in Philippines and deliveries will begin in July 2017. KTM Philippines has also introduced a special edition model based on the 2017 KTM Duke 390 in a new livery inspired by the country"s national flag.

Along with the rest of the small capacity Duke and RC range, the KTM Duke 390 is now assembled at KTM’s new manufacturing facility in the Philippines operated with the help of the local partner, Ayala Corporation. The bikes will be exported to the ASEAN region as well as China.

The 2017 KTM Duke 390 is powered by a 373.2 cc single cylinder, fuel injected, DOHC mill coupled to a 6-speed gearbox. The 2017 KTM Duke 390 is equipped with a slipper clutch and produces 43.5 PS of maximum power and 37 Nm of peak torque. The power-to-weight ratio has been pegged at 267 PS/tonne.

The dry weight has increased to 149 kg as the 2017 KTM Duke 390 has gained a new TFT instrumentation console, LED headlamps, ride by wire and a bigger 13.4-litre fuel tank.

The CFMOTO 800MT Touring comes with fully adjustable KYB suspension, a quickshifter, a big TFT screen, fog lights, radial-mounted J.Juan brakes with Cornering ABS as standard, and so much more. On other brands’ bikes, these are usually expensive add-ons.

The bike has a ton of high-spec gear, like semi-active WP electronic suspension, big 12.3 inch TFT display, Brembo radial-mounted calipers, and cornering ABS. It even has a multimedia sound system.

The significant phase of the partnership started in 2014 when KTM started manufacturing KTM 200 and 390 Dukes for KTM in China. They’re sold under the CFMOTO KTMR2R brand. (For global markets KTM partners with Bajaj in India to manufacture its 390 Duke and RC 390 for international audiences. And the new 2022 KTM RC 390 has some amazing specs!)

As part of the CFMOTO KTMR2R partnership, KTM transferred manufacturing of the parallel twin 799cc LC8c models (including the 790 Duke and 790 Adventure) to China from 2020.

The Voge 125R uses a 124cc, single-cylinder engine that churns out a decent 14bhp and 12Nm. This puts it in direct contention with the KTM 125 Duke which offers similar performance. In terms of features, the Voge 125R is kitted with dual-channel ABS, USB port, a colour TFT screen as well as full-LED lighting- all of which the KTM misses out on. That said, it is also a featherweight at 127kg compared to the 125 Duke’s 159kg while also offering a lower seat height of 795mm.

Now, the Voge 125R is clearly a well-equipped motorcycle however, it is unlikely to make its way to India anytime soon. But it will compete against the KTM 125 Duke and Honda CB125R in international markets.

In addition to their successful line of Adventure-style motorcycles, KTM has also experimented with some seriously fun short-wheelbase naked models in the Duke series which pleastly combine fun and performance into wide displacement range of naked sportbikes.

Limited to 100 units globally, the RC 8C will be available to the select few with the funds and prestige to purchase such a rare steed. The 889cc LC8 is borrowed from the 890 Duke R and produces 128 horsepower leading to close to a 1 to 2 power to weight ratio.

To provide something more attainable to the average consumer, KTM has a race-bred RC 390 for easy track days. Lightweight, fun, and adequately powered; the RC 390 was also developed with track-day times in mind. More importantly, this little full-fairing beast is street legal.

Originally sold as a single model, in 2017 KTM decided to dismember the Super Adventure and split it into two versions: The Adventure S and the Adventure R. The Adventure S is the pinnacle of road-centric ADV touring built on the legendary Duke platform boasting insane amounts of tech and other goodies to make your tarmac treks smoother.

Rolling on a 21” front and an 18” rear with anodized hubs providing a durable finish to withstand some serious abuse, they are wrapped with Continental TKC 80 tires for excellent off-road traction. Cornering ABS and Offroad ABS allow for an ideal mix of control and stopping power. The full-color TFT display is easy to read and simple to cycle through the multitude of rider aids including include Street, Offroad, Rain and optional Rally ride modes. Heated grips, heated seat, and cruise control are optional.

Very little has changed after being a new model last year. The 890 Adventure excels for touring rides both on and off-road. The 890 Adventure is powered by an 889cc two-cylinder, four-stroke, parallel-twin engine that produces 105 horsepower and 73.8 lb-ft of torque. The multifunctional dashboard with full-color TFT display is bright and clear, and easy to navigate the 4 rider modes and many rider aids.

The smallest of KTM’s ADV-dedicated motorcycles is the 390 Adventure. Designed to make the most out of its 373cc single-cylinder engine, the KTM 390 provides riders with the ability to take heed of trails with a lighter, more compact form factor. Lugging a 1300+cc ADV bike around tightly woven trails can be a real pain, therefore the 390 Adventure is perfect for riders looking for a small and agile bike without sacrificing quality or ability.

Let’s get naked! Seeking a true death machine with a short wheelbase and unlimited torque? The KTM 1290 Super Duke R EVO sits atop the mountain of insanity. With almost every press photo being released from KTM showcasing this motorcycle doing burnouts and wheelies, you should know what you’re signing up for when getting onto this beast.

On the electronics front, the KTM 890 DUKE GP boasts one of the most advanced and complete packages in the midrange segment, including Cornering MTC with a 6D lean angle sensor that not only detects the side-to-side and forward-backward pitch but also drift positioning. 4 rider selectable modes are available, including an optional track mode. Via a full-color TFT display, the rider can individually tailor traction control, anti-wheelie control, and throttle control, plus the usual staples of cornering ABS, and supermoto ABS.

The 890 Duke R features fully adjustable WP Apex suspension, a WP steering damper, Brembo Stylema monoblock front calipers, and an electronics package that includes cornering ABS with Supermoto mode, and lean-angle sensitive traction control. With 115hp on tap for the 889cc 2-cylinder, 4-stroke, parallel twin, this is the perfect weapon to carve up the streets or the track.

Born to be a proper hooligan machine,  the 899cc parallel-twin engine with its 115 horsepower and 67.8 lb-ft of peak torque is perfect for the job. As with the other 890 Duke variants, a full-color TFT display allows 4 rider selectable modes, and the rider can individually tailor traction control, anti-wheelie control, and throttle control, plus the usual staples of cornering ABS, and supermoto ABS.

44hp is quite an achievement from a sub 400cc engine, but when tucked into a bike weighing just 328.5lbs it gets up and goes. Fitted to a smooth-shifting six-speed, with a slipper clutch, and a well-tuned WP suspension, the 390 Duke will keep you smiling like a fool through every corner.