rc 390 tft display free sample

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.

ENGINE: 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.

RIDE-BY-WIRE: It"s the guarantee of a smooth throttle response, more than simply the absence of a throttle cable. The KTM 390 DUKE"s ride-by-wire ensures perfect delivery of the readily available and gut-wrenching torque. It also electronically translates the throttle commands of the rider into throttle valve positions, perfectly suited to the riding conditions, making this the perfect crossover bike for both road and circuit riding.

CYLINDER HEAD: Just like the KTM 1290 SUPER DUKE R, the four valves in the cylinder head of the KTM 390 DUKE are actuated by two overhead camshafts and ultra-hard, carbon coated cam followers. The result is an ultra-reliable, long-lasting engine that produces next-level power.

INJECTION: The intricate engine design, state-of-the-art injection electronics and close-ratio, 6-speed transmission not only help the KTM 390 DUKE to achieve white-knuckle performance, but also extremely low fuel consumption. At the same time, thanks to the regulated catalytic converter, it produces minimal emissions, even when riding at full throttle.

A2 LICENSE: The KTM 390 DUKE matches all the A2 driver´s license requirements and thanks to its high power-to-weight ratio, it’s one of the most dynamic options out there for new riders.

EXHAUST: The KTM 390 DUKE’s lightweight and precision-crafted exhaust system comprises of a side exhaust, link pipe and silencer. The three-chamber silencer has been positioned close to the bike’s overall center of gravity, improving balance and handling, whilst also delivering smooth, instant and beast-like power. Oh, and it looks angry as hell too.

I was following the conversation of the Bangalore 390 Adventure whatsapp group and I was guided to Mekhri circle KTM (Dealer Popular), folks seemed to have got their Quick Shifter sorted by them. I walked in on Saturday morning and another 390 adventure owner also joined me.

They seemed to know the issue and take in my bike for the fix. I was watching what they were doing and realized it was the normal Quick Shifter adaptation process that was done. The floor manager took the bike for a spin and when he returned I noticed that the shifter warning lights were On. Obviously he forcefully tried and mentioned it is not working.

Remove shifter sensor - If you remember old Yezdi"s and Jawa"s and the mechanical auto clutch?? The implementation is similar in Adventure 390. There is a shaft/lever that pushes out and in when you move the gear lever and this, in turn, activates an electronic senor/switch sitting on the clutch side. So good news, one does not have to remove the gearbox or engine, it is just two bolts and the cover along with shift sensor comes out. Sensor was then removed, a visual inspection and some clean up using some cotton waste and were put back in. Mind you a small amount of oil can come out.

Disconnected battery - waited for a few seconds and then connected back, assume this is one more step to reset ECU, but then noticed that the clock setting was intact. So not sure if this works or if the TFT has some reserve power source, apart from battery.

A big shout out to Ashlay the Service Manager and Shiva the floor manager of KTM Mekri circle, Bangalore! You guys rock! and Thank you! I checked if I need to pay and Ashlay confirmed there is nothing to be charged and gave me his number to call if I faced any issue.

1/8 When the KTM RC390 was first launched in India in 2014, it was something of a revelation (and revolution). Never had Indian biking enthusiasts access to a super sports motorcycle that was this capable and, crucially, affordable – you had to shell out a great deal of money to buy an imported super sports machine otherwise. The RC390, like all bikes, had some faults, but in terms of its performance/handling-to-price ratio, it was well-nigh untouchable – in the right hands, it could outperform bigger and more powerful bikes on a racetrack and on the road and justifiably became an instant hit. Over the years, it’s been through a few iterations and updates – slipper clutch, a more eco-friendly engine, ride-by-wire, and so on - and the latest one is what we’ll be dealing with here. (Image: KTM India)

2/8 The 2023 model is the most comprehensive overhaul that the RC390 has had, with the design, chassis, engine, and features all seeing changes. On the looks front, the bike now closely resembles its stablemates, the RC125 and RC200, and has taken on a less aggressive character which... well, could go either way in terms of public appreciation. On the one hand, it still looks sporty but in a more understated way, and on the other, it does look like it’s less angry all the time, which is something existing fans of the bike may not like. I quite like it, however – it has more presence and looks great in the new blue and orange colour scheme that’s available as an option. It also looks bigger because of the larger fuel tank, the two-section fairing, and its re-worked face. KTM says this bike is more aerodynamic than the previous model, too. Build quality is par for the course – the paint finish looks good and the panels and switchgear all look and feel pretty sturdy. (Image: KTM India)

3/8 The engine has received some pretty significant upgrades. The 373cc liquid-cooled single now makes 1 Nm more of torque, with 37 Nm (the power output is the same, at 43 bhp) and gets an air box that is 40 per cent bigger, along with a new engine mapping. The aim of these changes was to make the engine friendlier and more linear, with a smoother spread of torque. The powerplant is now attached to a split trellis frame like on the 390 Duke, rather than the older bike’s single-piece unit; the claimed benefits of this are a lighter, more rigid, and stiffer setup. The suspension is the same as before - WP inverted forks and a monoshock at the back – but its travel has been increased; the rear also gets rebound adjustability in addition to preload. The brakes are lighter but of the same size – 320mm up front and 230mm at the back – and the new 5-spoke alloy wheels are also lighter, with the overall weight saving being 1 kg for a kerb weight of 172 kg. (Image: KTM India)

4/8 What about the all-important features? Well, there are plenty of them, some of them pretty top-end. For example, there’s traction control (usually seen on bigger machines), a bi-directional quick shifter, and cornering ABS with two modes that is lean-sensitive. A new colour TFT screen (from the 390 Duke) is also present, along with new switches; you therefore get Bluetooth connectivity, automatic brightness adjustment, message and call notifications, and various screen themes, along with technical information about the traction control and ABS systems and of course regular information like speed, engine revs, gear indicator, fuel and so on. Speaking of fuel, the 13.7-litre tank now holds 4.2 litres more than its predecessor. (Image: KTM India)

6/8 Down to the important stuff now - the way it performs. True to its ‘looks fast standing still nature’, the RC390 absolutely slingshots off its line when you dump the clutch and wring open the throttle. It rockets to 60 kph in under 3 seconds and to 100 kph in just over 7 seconds, which is mighty quick – and entertaining. The engine’s tractable nature shows immediately, with the bike pulling relentlessly to its 10,000 rpm redline like it’s late for a crucial meeting. There are no dips and surges in the rev range (unlike the older bike), and its linear nature is a huge plus point; the RC390 is now much more forgiving in nature as well, and handles early or late gear shifts smoothly. A long enough road will let you see a top speed of just over 160 kph, which is more than anyone really needs; the new fairing does an excellent job of deflecting wind over you as you crouch, too. The super-light clutch and the fantastic quick-shifting 6-speed gearbox make the overall experience that much more memorable. (Image: KTM India)

7/8 The chassis is an improvement upon the older one, which is saying a lot because that one was razor sharp to begin with. This one is even more scalpel-like while also being friendlier, so you feel totally at ease when you’re blasting through a series of corners and leaning the bike over as far you dare (I confess that I’m not exactly a MotoGP racer); the bike holds its line so precisely that you don’t think twice before flicking it around. The suspension now feels plusher, and it absorbs bumps better, thus making the bike feel very well planted. The brakes are fantastic, with a very sharp bite, and go a long way towards making the RC390 a top-notch super sports bike. The only drawback is the fact that the Metzeler tyres seem better suited for more sweeping corners than a series of quick, tight ones; I suspect that most riders who do track days will abandon the stock tyres for a set of more high-performance ones. (Image: KTM India)

8/8 All told, the new RC390 is a significant improvement over the older model. It’s simultaneously more performance-oriented and more comfortable and friendly to ride, with a brilliant new chassis, suspension and engine; I much prefer the new one’s smoother, more linear nature to the older one’s frenetic character. At Rs 3.14 lakh (ex-showroom), it’s absolutely unbeatable value for money if you want a bike that can be quite easily ridden on your commute as well as at a race track. (Image: KTM India)

The KTM 390 DUKE is a pure example of what draws so many to the thrill of street motorcycling. KTM 390 DUKE engine not only delivers arm-wrenching torque and hair-raising acceleration, but all with outstanding fuel economy. KTM DUKE 390 is powered by a liquid cooled 373.2 cc four-stroke, single cylinder twin cam engine that produces 44 horsepower making it as one of the most powerful options for city and expressway riders. KTM DUKE 390 has meticulous fuel injection which makes it ready to tear up the streets. KTM 390 DUKE comes as standard with ultra-lightweight, high performance upside-down WP forks. Moreover, KTM 390 DUKE offers Hi-tech upright handle bars allowing the riders have balance and confidence. KTM 390 DUKE boasts an innovative multicolor TFT display, presenting all the data you need to go faster in uncluttered way. Furthermore, 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 background.

ENGINE: 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.

RIDE-BY-WIRE: It"s the guarantee of a smooth throttle response, more than simply the absence of a throttle cable. The KTM 390 DUKE"s ride-by-wire ensures perfect delivery of the readily available and gut-wrenching torque. It also electronically translates the throttle commands of the rider into throttle valve positions, perfectly suited to the riding conditions, making this the perfect crossover bike for both road and circuit riding.

CYLINDER HEAD: Just like the KTM 1290 SUPER DUKE R, the four valves in the cylinder head of the KTM 390 DUKE are actuated by two overhead camshafts and ultra-hard, carbon coated cam followers. The result is an ultra-reliable, long-lasting engine that produces next-level power.

INJECTION: The intricate engine design, state-of-the-art injection electronics and close-ratio, 6-speed transmission not only help the KTM 390 DUKE to achieve white-knuckle performance, but also extremely low fuel consumption. At the same time, thanks to the regulated catalytic converter, it produces minimal emissions, even when riding at full throttle.

A2 LICENSE: The KTM 390 DUKE matches all the A2 driver´s license requirements and thanks to its high power-to-weight ratio, it’s one of the most dynamic options out there for new riders.

EXHAUST: The KTM 390 DUKE’s lightweight and precision-crafted exhaust system comprises of a side exhaust, link pipe and silencer. The three-chamber silencer has been positioned close to the bike’s overall center of gravity, improving balance and handling, whilst also delivering smooth, instant and beast-like power. Oh, and it looks angry as hell too.

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.