duke 390 tft display price factory

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.

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.

Powering the 390 Duke is the same liquid-cooled 373.3cc DOHC single-cylinder mill that we’ve fallen in love with over the last 7 years. In its BS6 avatar, the power output stands at 43.5PS and 37Nm, and the motor continues to feature ride-by-wire. This powerhouse is paired to a 6-speed gearbox via a slipper-clutch. Like most KTM bikes, the 390 Duke features the trademark steel trellis frame. But while the first-gen bike sported a single-piece frame, the 2017 iteration saw the introduction of a mainframe and a bolt-on rear subframe. This makes accidental damage repair cheaper and easier. Underpinnings include a WP USD fork and preload-adjustable monoshock, and braking duties are shared between a 320mm front and 230mm rear disc brake with the safety net of dual-channel ABS. At 149kg dry, it continues to weigh exactly the same as its BS4 counterpart.

The 390 Duke received a major aesthetic overhaul in 2017 when it was endowed with the SuperDuke design language. This resulted in an aggressive, and edgy appearance accentuated by a sharp LED headlight and long tank extensions. The bike features a purposeful streetfighter stance thanks to its flat, wide handlebars, and the bolt-on rear sub-frame adds some contrast to the design.

The 390 Duke gets all-LED lighting,and is also equipped with a colour TFT display with Bluetooth connectivity for phone call and music control. That said, the bike does not even offer turn-by-turn navigation. The ABS can be switched off at the rear via a Supermoto mode, while there is also a bi-directional quickshifter on offer as standard.

The KTM 390 Duke competes with other naked streetfighters such as the single-cylinderBMW G 310 R,Apache RR 310andHonda CB300R, and twin-cylinder motorcycles like theBenelli TNT300andQJ Motor SRK 400. It’s also priced quite close to theRoyal Enfield Interceptor 650.

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.

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.

A small-displacement adventure bike that is approachable, versatile, economical and fun isn’t anything new in the market. There have been a number of small ADVs filling out this category for several years now, but they tend to be more adventure “style” than “bike.” So when the ‘Ready to Race’ brand jumped into the game, there were certain expectations, regardless of price. But have they hit their mark?

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.

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.

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!

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.

Looking at all the equipment and electronics you get for an MSRP of $6,199, it’s a good value too. Not only is it an attractive package to draw new riders into the sport, but we can also see older and smaller-statured riders who are looking for a more manageable bike on the trail (i.e. easier to pick up) being enticed. And while some experienced off-road riders may desire more capability in the dirt, it still offers enough performance to be left impressed with what it can do, especially for the price.

The KTM 390 Adventure has been spied yet again ahead of its expected premiere at the 2019 EICMA motorcycle show in Italy. IAB understands that its series production is scheduled to commence in December this year.

The latest spy shots show a KTM 390 Adventure test mule equipped with optional panniers and a top box that will be available as accessories. The photograph also gives a glimpse at the full-colour TFT-display.

The KTM 390 Adventure will be manufactured at Bajaj’s Chakan plant, which shall result in an aggressive price tag for our market. Expect it to carry a premium of INR 30,000-40,000 over the KTM 390 Duke. The ex-showroom tag can hover between INR 2.8 lakh* and INR 3.0 lakh* levels. Its closest rival, the BMW G 310 GS (BS-IV), for reference, retails at INR 3.49 lakh*.

Previous sightings of the 390 Adventure have revealed many details such as the trellis frame with a bolted sub-frame, full LED lighting (taillight, blinkers and headlamp) and a TFT display with Bluetooth to access phone calls and music functions. The 390 Adventure may benefit from a turn-by-turn navigation feature as well.

The 390 Adventure features a 19-inch front and 17-inch rear wheel to strike a balance between on- and off-road riding. All test mules that have been spotted in India have been fitted with alloy wheels. However, KTM may offer wire-spoke wheels via the optional Power Parts.

The engine on the 390 Adventure will be the same unit as that of the 390 Duke. However, KTM will tweak the gear ratio and give the 390 Adventure a different engine mapping. The motorcycle will arrive with a Euro-V/BS-VI compliant engine, which may carry slightly different power output figures that the BS-IV compliant unit the current 390 Duke. The 373.2 cc single-cylinder, DOHC, 4-Valve, liquid-cooled motor, in BS-IV guise, delivers 43.5 hp of peak power at 9,500 rpm and 35 Nm of max torque at 7,250 rpm.

A report in August 2019 claimed that the company will also launch a quarter-litre version of its adventure series products. The KTM 250 Adventure will be based on the brand’s 250 Duke.

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 2022 KTM RC 390 is a high-performance Supersports machine with its roots firmly planted on the race track. Featuring an impressive technology package, as well as race-derived styling, handling characteristics, and addictive power delivery, the KTM RC 390 is a real-world racer with undoubted pedigree.

ENGINE: 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.

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+.

CYLINDER HEAD: 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.

KTM 390 Adventure is a adventure bike available at a starting price of Rs. 3,37,328 in India. It is available in only 1 variant and 2 colours. The KTM 390 Adventure is powered by 373.27cc BS6 engine which develops a power of 42.9 bhp and a torque of 37 Nm. With both front and rear disc brakes, KTM 390 Adventure comes up with anti-locking braking system. This 390 Adventure bike weighs 177 kg and has a fuel tank capacity of 14.5 liters.

The 2022 KTM 390 Adventure is a new and improved version of the company’s sub-500cc adventure tourer. The overall design remains similar to the outgoing version and the MY22 KTM 390 Adventure continues to feature a split-style LED headlight, a windscreen with air deflectors, a muscular fuel tank, split-style seats, side-slung exhaust, and alloy wheels (19-inch front/17-inch rear).

While the styling remains unchanged, the Austrian manufacturer claims to have enhanced the quality and robustness of the alloy wheels on the MY22 version. KTM has added new paint options to the 2022 model. The MY22 KTM 390 Adventure is available in two colours – orange/blue and orange/grey.

The feature list on the MY22 390 Adventure gets updated electronics. The adventure tourer now packs two-level traction control (Off-road and Street). The new traction control system is said to give the 390 Adventure a degree of rear wheel slip to enable easier use of the bike in loose or wet terrain. Furthermore, the Off-road traction control mode will remain activated in the event of a brief stall or fall. The lean-sensitive ABS has been retained from the old version.

The MY22 390 Adventure retains the Euro5/BS6-compliant, 373cc, single-cylinder, liquid-cooled motor. Linked to a six-speed gearbox, the engine is tuned to deliver 42.3bhp at 9,000rpm and 37Nm of peak torque at 7,000rpm. The India-spec model, similar to the outgoing version, gets the quickshifter as standard.

The hardware, too, remains identical to the outgoing version. Thus, the India-spec KTM 390 Adventure gets upside-down front forks and a preload-adjustable rear mono-shock. The braking duties are handled by 320mm and 280mm discs at the front and back, respectively.

Rarely does it happen that a motorcycle offers you more performance than what you pay for but in the case of KTM bikes, they invariably do and the 390 Duke is no exception. When the 390 Duke was launched in 2013, the amount of bike you got for your money was such that even I, as a 16 year old at the time, aspired to own one. This orange bike, that I was obsessed with, was more than just a motorcycle to us teens. The 390 Duke became an object of desire that started miniature riding groups on our teen ‘WhatsApp groups’.

KTM brought out it’s newly designed 390 Duke last year and yet again, KTM has astonished us, but this time with a new plan! This second generation 390 Duke is no longer just a motorcycle for the pimply faced crowd, it is a bike that appeals to a much wider audience.

A month prior to my purchasing my recent KTM 390 Duke, I had run into motor issues with my Kawasaki 650 Versys. Having a tight budget, I looked into the 300cc / 400cc category.

Having ridden nearly all of these bikes, I came to a conclusion – it had to be ‘orange & white’. Having been the cult bike back in 2013 and now even better in every respect compared to the previous generation and to it’s current competition, I was left with an easy decision. Now you may think jumping off a 650 and onto a 390 is a downgrade, but the way engine development has progressed on the bikes of today, it is not the case.

What I especially like about the 390 Duke, is the many factory parts & accessories which are available to customise your bike to your liking. As a motorcycle enthusiast, I like the fact that I can personalise my bike with factory parts and also purchase KTM fan-wear, such as; mugs, shirts, gear and so much more – which makes the “enthusiasts” life a doddle!

Having been designed around it’s older brother, the 390 Duke looks absolutely gorgeous with it’s sharp plastics, split LED headlight unit and it’s sub-frame that is painted in white, with the main frame in orange. The extra 2.5 litre fuel capacity and cleverly constructed metal tank is a winner because, not only do you get an increased range, you can now also mount a tank-bag, helping you free up space in your rucksack. As I mentioned previously, KTM has a monumental parts list of not only performance-based upgrades but practical parts as well to make your commute that much more comfortable and flashy.

Immensely sophisticated electronics like this TFT dash, makes the KTM 390 Duke a force to be reckoned with. The first thing you’ll see appearing when you turn the ignition on is “Ready To Race”, which is KTM’s slogan and yes, applicable to the 390 Duke too. The TFT dash has a light sensor on the top right which analyses light and then it decides to either present you with a dark back light or bright back lighting, making the screen much easier to read.

The 390 Duke has Bluetooth capabilities that allows you to connect your phone to the bike through the ‘I Ride App’, which then allows you to listen to audio or view your GPS on the go. When having to change songs or answer a call, you can just use the switchgear on the left to do so. The Dash also lets you know when each service is due and if you run over the service interval recommendation – a massive yellow warning sign pops up.

The 390 Duke is fitted with perforated steel discs; a 320mm front and a 230mm rear disc, which are coupled with hydraulic ByBre brake callipers that deliver controllable and confident braking performance. Furthermore, the 390 Duke uses a state-of-the-art Bosch ABS system and yes, the ABS can be fully disengaged for the more advanced/hooligan riders, and for the sensible hooligan, there’s Supermoto mode.

I use my bike 24\7, which means riding a fair bit at night. Because I ride so often in the dark, decent lights are essential. The 390 Duke doesn’t just tick this box, it double ticks it! The lights are amazing even though you’ll get the odd car flashing you or an Owl falling out of a tree. The parking lights, which consist of 20 LEDs, they look attractive and are permanently on, and they make the bike really visible to other traffic users – obviously a massive safety benefit too.

The front suspension features 43mm open cartridge WP forks, whilst the rear features a progressive damping system connected directly to the swingarm. I found the bike’s suspension leaning firmly towards the sporty side of the spectrum, which is the kind of riding I enjoy and in the urban environment the suspension works well. If you are looking for a plusher ride, the rear suspension can be slightly adjusted, I personally have not tested this, as I said for me the set up is just right. The 390 Duke loves being fed corners, tipping in effortlessly and holding a stable line till the apex and beyond.

With a seat height of 830mm, high slanted foot-pegs combined with sporty angled handlebars, the Duke 390 gives a pukka Supermoto ride and let me tell you, it puts a massive grin on my face. The bike is fairly tall and at 172cm in my socks, I fit just fine. For those shorter riders, have no fear because KTM is near, with a lowering kit also found in their parts catalogue.

I’m obsessed with the gearing of this beastly motor and yet people say “slap on a smaller sprocket at the back,” the more I want to add a few teeth. KTM have made the 390 Duke a torquey little monster, made for ripping up back roads and city streets with an occasional highway ride that will make you want to take the next exit. Don’t get me wrong you can ride the 390 Duke on the highway at 120 km/h with ease, but that’s not where it wants to be all day long. If you do purchase the 390 to ride on the highway at high speed for a long period of time then yes, work out a good sprocket combination. With the stock gearing you’re looking at 163km/h top end, with an impressive 0 – 100 km/h in 5 seconds.

Once you’ve seen a Duke you’ll never forget it and no matter which Duke you come across you will always find bits and pieces of DNA that match. The design brief for the 390 Duke was pretty simple: “it had to be light, compact, agile and fun, as well as being easy to live with and service”. The new design came with a new orange and what a beautiful colour, highlighting the sharp edges and making previously dull or unexplored areas a treasure. I love the way KTM have taken the idea off their endure bikes radiator guards and slapped a similar design onto the Duke, as well as the bash plate not only being stylish but also protecting the family jewels.

When KTM said: “easy to live with and service,” they meant it! The 390 Duke is a pleasure to spanner on and tinker on, with all the bolts and nuts being accessible as well as simple to put back. There’s a cleverly placed key slot on the left side of the bike which allows you to take off the seat but remember, the pillion seat needs to come off first and then the front seat, so you can access the air-box and battery. Lastly, I love how easy the Duke is to wash because with the orange wheels, you find yourself washing your bike on a regular basis.