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When the KTM RC 390 was first launched in India, it had little to no competition. No other motorcycle offered such explosive performance, razor-sharp handling and a wide array of features like the RC 390. But things are different now because the competition now looks more equipped than ever. The TVS Apache RR 310 for instance, offers better equipment now and looks the part too. Though it is still unmatched because of the performance it packs and the price it asks for but most of us would agree that the venerable RC 390 has started feeling a little dated.

KTM recently launched the Adventure 390 and loaded it with some serious tech and that gives us an idea about what we can expect from the upcoming RC 390. KTM already has the necessary ingredients and they just have to pour it in a vessel, mix it thoroughly and pour the orange dish on a warm platter. Here are five features that we expect from the new KTM RC 390:

While the competition has gradually moved towards LED headlights for good, the BS6 RC 390 still makes do with projector headlamps. For instance, one of the main highlights of the Apache RR 310 is its bi-xenon LED projector headlamps. If KTM decides to swap similar units in the RC 390, it will not only enhance the looks but will provide better illumination too. We can also expect a redesigned headlamp housing which will further sharpen the looks.

TFT colour displays have become all the rage nowadays. The level of sophistication and the practicality of mobile phone connectivity options these displays bring on the table are unmatched. The Apache RR 310 is considered to be one of the prime rivals of the RC 390 and with the recent update, the TFT display of the RR 310 is more futuristic than before. KTM already has a TFT display in their arsenal but the BS6 RC 390 still makes do with the small, cluttered unit of the previous-gen KTMs. But hopefully, we will finally see the new RC 390 utilizing a TFT colour display.

Track aficionados absolutely love bi-directional quickshifter because when you are out on the track, every millisecond matters. Quickshifter allows you to seamlessly upshift or downshift without using the clutch. KTM introduced the Adventure 390 with a quickshifter as standard. Though it doesn’t work as effortlessly as it should, it does the job anyway. The RC 390, being an out and out track-focused motorcycle, would benefit a lot with a quickshifter. It is already a fast and sharp motorcycle around the track and the quickshifter will only make it faster.

Traction control really comes in handy when you find yourselves in tricky situations. With the kind of power the RC 390 produces from its single-cylinder configuration, traction control would introduce a much-needed leash on its power. The Adventure 390 already has a traction control system so it shouldn’t be that hard for it to drip down to the RC 390. It will also assist in new riders getting accustomed to the power delivery of that mad motor.

Another possible and crucial addition to the new RC 390 could be riding modes. The RC 390 hasn’t received any major update ever since it was launched in India but it did gain ride-by-wire throttle which completely eliminates throttle cable from the setup and uses throttle sensors instead. Incorporating riding modes in a motorcycle driven by ride-by-wire throttle isn’t that hard.

TVS pulled it off with the new BS6 Apache RR 310 when they installed ride-by-wire throttle and included 4 different riding modes. Riding modes could come in really handy for the people who are not a fan of KTM’s high-revving nature and the explosive performance. It might actually improve its fuel efficiency too.

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.

So you own a cool looking motorcycle that"s pretty much the neighbours" envy and owner"s pride. But keeping it that way means you will have to do more than just saddling the bike and riding into the sunset. Protecting your motorcycle"s exteriors will determine how cool your bike looks in the long run. So how do we do that?

For things that go fast, they must also come to a stop with equal urgency and for that the sole component responsible is the brake. Motorcycles feature a dedicated braking unit for each of the two wheels and it is highly critical that the health and well being of the braking components is regularly checked and maintained to ensure rider"s safety.

The KTM 390 DUKE is called the corner rocket for a reason. The lightweight, compact engine really packs a punch and with 32 kW (43.5 PS) it’s one of the most powerful options out there.

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.

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 efficient fuel consumption.

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.

Rocket through corners with the world‐class chassis, paired with a lightweight split-steel trellis frame on the KTM 390 DUKE. Weight is close to the center of gravity, maximizing this true apex predator"s maneuverability and precision.

The KTM 390 DUKE comes as standard with ultra‐lightweight, high‐performance upside‐down WP forks. Using the latest open‐cartridge technology, these forks perform above expectations when pushed to the limits. This makes them perfect for all aspects of riding, from relaxed cruising to hammering around on closed circuits and everything in between.

Thanks to its progressive 150 mm spring, the KTM 390 DUKE will perform in any environment you can throw at it. The preload is adjustable, so you can count on well-balanced suspension whether you’re riding solo or two-up, with or without luggage, on road or on track. The choice is yours.

four‐piston monoblock calipers gripping floating 320 mm discs on the front and a two‐piston caliper gripping the 230 mm discs on the rear. This ensures equal bite force throughout the brakepads for a super sharp braking.

The KTM 390 DUKE allows for slick, clutchless up and downshifts thanks to KTM’s own Quickshifter+ TECH. It reads and responds to your riding under any load to ensure shift action is as fast as you are.

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 an uncluttered way. The display automatically adapts its color to best suit your speed & the light conditions around you.

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 with smooth throttle response.

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 tarmac like never before.

As light as they are stable, the 17-inch cast alloy racing wheels help you put the power down with confidence.Wrapped in premium rubber, the pro-spec tires will keep your KTM glued to the road.

I’m a huge fan of the 300-400cc class, included in which is the 2022 KTM RC 390. It’s a class of bikes that’s fun, versatile, and still fast — you can take all these bikes past 90 mph (150 km/h), at which speeds you had better be wearing trousers if you fall off.

But the problem is that small bikes have until recently been basic and cheap. Even though they have the style of their bigger siblings, the “learner legal” class of motorcycles has always suffered somewhat from having cheaper components.

Until the 2022 KTM RC 390. Here are five reasons why this motorcycle breaks the mold somewhat and delivers something should even make more experienced riders raise an eyebrow.

In a nutshell, the RC 390 is a welcome (if somewhat overdue) revamp of the KTM RC 390 that many were expecting since the overhaul of the 2021 KTM 390 Duke.

The core of the bike hasn’t changed that much. The 2022 KTM RC 390 is still powered by a 373cc liquid-cooled single-cylinder 4-valve engine. It makes peak power of 32 kW (44 hp) as before, but torque peaks at 37 Nm (27 ft-lb), a shade higher than the 35 Nm (26 ft-lb) of the outgoing model.

What’s new is the ride-by-wire system. Coupled with the new IMU, this means that the new RC 390 gets more precise engine mapping, and traction control and braking that gets lean angle and other ride dynamics as inputs.

Previously, only the top brands like Ducati and BMW had cornering ABS, and it was only available on the best bikes, like the BMW S 1000 RR. These days, having cornering ABS available on an entry-level and affordable motorcycle like the RC 390 is really special.

The new 2022 KTM RC 390 has an all new wheel design, which adds up to a total of 3.4 kg in reduced unsprung weight. The new braking system shaves an impressive 960 g off the front wheel.

The frame has been updated too. The 2022 KTM RC 390 still has that gorgeous trellis frame — but it has been redesigned for the 2022 model, making it even lighter (by 3.3 lb or 1.5 kg).

The KTM RC 390 has always been a sporty bike, but its riding position hasn’t been too aggressive. It does double duty as a fun everyday bike as well as one that you can take to the track.

The new 2022+ KTM RC 390 is more aggressively both a track bike and an everyday bike via clip-ons which have 10mm of adjustability. Adjustability of 10mm may not sound like much, but it’s nice to have options.

The TFT display means the 2022 KTM RC 390 also gets access to the KTM MY RIDE app, which means you can do race-critical things like change the song that’s playing and take a call to say “Can’t talk; racing.”

The 2022 KTM RC 390 may have full ride by wire, but it doesn’t yet have cruise control. I say “yet” because I do see this an an inevitability. Even the humble CFMoto 700CL-X has cruise control…

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Anti-Glare– Provides the same scratch resistance and protection as our Ultra-Clear protectors, but also helps to remove the glare/reflections associated with LCD/TFT dashboards. Anti-glare protectors have a ‘matte’ appearance once fitted.

We take great care to ensure that our screen protectors fit accurately and that we have listed the correct protector for your model. We never release a product for sale until we are certain that the fitment is as accurate as it can be. Generally manufacturers retain the same dashboard shape for their entire model range, even if the dashboard displays themselves change.

The KTM 390 Duke has always been a feature-rich motorcycle and gets an LED lighting system, a TFT screen along with Bluetooth connectivity, ride-by-wire, and switchable ABS(including a Supermoto mode). In the latest iteration, the 390 Duke also gets a bi-directional quick-shifter.

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.

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