A decade ago, the KTM 390 Duke changed motorcycling in India. Never before had biking enthusiasts had access to that much power, handling ability and edgy design—for that price. The bike was a smash hit upon launch, and 10 years later it remains a firm favourite among bikers who want the best of all worlds in an affordable package.
One look at its design and you know part of the reason for this. The 390 Duke has always had the appearance of a very angry, orange hornet. That character has only been enhanced in the latest version of the Duke. It takes cues from KTM’s own 1290 SuperDuke R, one of the maddest motorcycles on the planet, and retains all the design touches that made it such a standout on the road—the muscular shoulders, the tiny tail section, the radical, low-slung headlights, the semi-naked profile and the compact exhaust section.
Honestly, it looks like a bunch of razor blades on wheels, which is no bad thing. The bright shades of paint—Electronic Orange and Atlantic Blue—make it stand out even more. And on the design front, the 390 Duke continues to smash it out of the park.
A brand new bike
Under all the slick styling lies a brand new bike. There’s a larger fuel tank, with 15-litre capacity; the seats have been redesigned and given better cushioning and grip; the mirrors are new, as is the switchgear; the wheels are lighter and have fewer spokes, and most importantly, the frame and sub-frame are new.
A couple of minor issues can be seen, however, and this has always been the case with KTMs: the panels look somewhat ill-fitting, and the material the seat is made of is rather sub-par.
In terms of features, there are significant upgrades as well, beginning with the WP Apex suspension setup that is adjustable at both ends; the front and rear units getting 5-step damping adjustability, and the rear getting 10-step preload adjustability. There’s LED lighting all round, and you’ll now look down at a 5-inch TFT display with Bluetooth and many other bits; turn-by-turn navigation and calls are sorted.
Electronics
In terms of electronics, the bike now has three riding modes: Rain, Street and Track. The first one offers gentler throttle response along with the ABS set at full strengthen; the other two offer all the power the bike has.
Track mode has another trick up its sleeve in launch control. Here, when you wring the throttle wide open at standstill, the electronics kick in at 7000 rpm; when you do release the clutch, the front wheel won’t leap up and reach for the sky with a massive wheelie; mind you, you can wheelie the bike to your heart’s content in the other modes.
The Track mode also unlocks the lap timer, and the TFT screen also gets a different layout. Additionally, you can alter the way the ABS kicks in, and switch off the traction control system entirely, if you’re feeling like a hooligan. All the riding modes can be cycled through at the touch of a button, and there’s also a ‘cruise control’ feature, which is more like a system that limits your speed.
Engine
The 390 Duke’s engine is where the action has always been, and I’m happy to report that things are even more energetic now. The engine’s cubic capacity is now at 399cc, a hike over the older bike’s 373cc; power and torque figures are at 46 bhp and 39 Nm, both of which kick in earlier in the rev band, which has made a significant difference to the way the engine behaves.
Get on, snick the quick-shifter into 1st, whack open the throttle, dump the clutch—this will be a familiar procedure for existing 390 Duke owners, and it’s the best way to handle the new bike as well. The Duke continues to bring out the hooligan in the rider. The power and torque kick in almost instantly, rocketing you down the road in thrilling fashion, and the short gearing makes the experience that much better. Keep going and you’ll see a top speed of close to 170 kph in no time, which is the sort of performance that will leave bigger bikes in the shade, and have you grinning widely in your helmet.
The new engine is a lot more tractable than the earlier one, which means that even in lower gears, you can hold low speeds without the bike sounding and acting grumpy, something the previous model was prone to. This has made the new 390 Duke a much easier bike to live with in all conditions.
Downsides
There are still some downsides—there are vibrations that come through the seat, foot pegs, handlebars and tank when the engine is in the middle of its rev range. The engine still sounds rather agricultural, and the exhaust note just doesn’t match the rest of the bike’s sharp character.
The new frame and suspension have made an already scalpel-like machine an even more precise handler. It sounds cliched, but you truly feel one with the bike, and it’s so quick to lean into corners that it sometimes catches you out; you’re not sharp enough for its capabilities, essentially. In and out of a series of corners, the Duke feels effortlessly light and nimble, dancing its way around; the power and torque kicking in earlier have made it all the more easier to slingshot your way out of bends, and the bike also feels more predictable—the older one was much edgier.
The stock suspension settings are more than enough for most riders, with enough feedback and sharpness dialled in. Cornering clearance has gone up, which means you’re emboldened to lean the bike further over than before. Through all this, and also in a straight line, the 390 Duke feels incredibly well planted, with the Metzeler tyres providing huge amounts of grip. Sometimes, when you push too hard and the rear tyre slips out a bit, the traction control instantly kicks in and corrects matters. All this handling ability requires fantastic brakes, which the Duke has.
Verdict
I don’t know how KTM’s engineers keep improving on a fantastic bike, but this 390 Duke is the best one yet. It’s more powerful, more capable and still more accessible—with all the electronics and the lower seat—than the older model, which is a neat trick to pull off. The fully adjustable suspension is a real boon, and will allow riders to tune it to just the degree that they like. The engine? Still a barnstormer, and despite being more vibey, it kind of adds to the bike’s overall character. On the downside, the seat is small, so if you’re a larger rider, you may feel a bit cramped. At Rs 3.10 lakh, ex-showroom, the new KTM 390 Duke is still almost untouchable as a performance-to-price package, and is justifiably still the go-to street bike for those looking for endless thrills.
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