[libranof1987]

KTM Duke 390 Review

KTM Duke 390 Pros

• Spectacular new 399 cc LC4C engine! Torque and power delivery will most likely outlast the road for most owners
• A delight to handle on track as well as on the streets. Very nimble and flickable around the corners
• Adjustable suspension settings are now available as standard for the front and the rear. Helps you customise your ride experience
• Full suite of electronics. Has customisable ABS, Traction Control, Ride modes, and even Launch control!
• Entire range of features like Connectivity features (calls, music, turn-by-turn navigation), Bluetooth pairing to Phone and even a wired/wireless Headset
• Top quality build. Fit and finish levels are good too

KTM Duke 390 Cons

• While the low-end torque has improved by almost 5 Nm, you'll continue to go 3-2-1 on the gears while within the city
• The Quickshifter, while a huge leap from the outgoing model, still isn't textbook perfect during gear shifts
• OEM tyres don't match up to the performance the bike is capable of
• Narrow seat can get uncomfortable on longer journeys
• Looks have generally been polarising on the KTMs

Introduction

KTM has launched the third generation of their Duke 390 in India. The previous generations have been a terrific success for KTM in India, and deservedly so. The bike comes with a monster of an engine that has an immense street cred for its stunning performance. For the 350-400cc segment, the engine packs a very strong punch and keeps you entertained and engaged, enough to make you giggle nervously as the bike surges ahead.

With the third generation of the Duke 390, KTM has brought about several changes. Right at the heart, the bike gets a new 399cc LC4C engine that delivers 45 BHP @ 8,500 rpm and 39 Nm torque @ 6,500 rpm, with an exhaust that is now tucked under the belly. Then there's the new split Trellis frame, a new Radiator, adjustable front and rear suspension, a bigger tank and some cosmetic design changes, such as the DRL + headlight cluster, the 5-inch TFT screen, and new tank shrouds. KTM has literally pulled out all the stops.

KTM Duke 390 Pricing

The 2024 3rd-generation KTM Duke 390 has been launched in India at Rs. 3.10 lakhs ex-showroom. For the increase of about Rs. 13,000 in the ex-showroom price over the outgoing model, you get a new engine that gives out more power and torque, a new chassis and a whole bunch of new functional and design elements. While Triumph has made a big splash with the Speed 400 and its stellar pricing, it isn't exactly a direct competitor.

[libranof1987]

Design & Styling

There are several design changes and new elements on the third-generation Duke 390. For starters, it gets a new Split Trellis frame with an aluminium subframe, which has brought about weight savings, without compromising on strength.

The next set of changes are more visible. As you approach the bike, you notice the redesigned headlight cluster. Unlike the outgoing model wherein it was one single element, the DRLs on the new bike sit separately around the headlight, which itself gets a new design. While the older bike had a three-tier headlamp, the new one gets two layers. The LED indicators remain unchanged.

Then, are the tank shrouds. Tapering sharp towards the front of the bike like a razor's edge, the tank shrouds are the single most striking cosmetic upgrade on the new bike. They complement the new metallic tank, that fits in additional 1.5 litres of fuel. The tank gets a new design element, a signature pattern finish on the sides. The same design is repeated on the seats, enhancing the overall look. To help lighten the bike, the hand guards have excused themselves. Along with the new LC4C engine, the 2024 Duke 390 also gets a redesigned exhaust system, with the exhaust tucked under the belly of the bike, freeing space on the side of the rear wheel.

While the rear remains largely unchanged, the tail lamp does get a new design, with the indicators pulling on for another generation. The rear grab rails have a new design as well, also bringing along a weight saving of 700 grams.

While there have been several elements that have led the bike to shed weight, a few have helped put on a few pounds. The 2024 Duke 390 is nett 4 kgs lighter than the outgoing model. The KTMs have always had a peculiar styling on their family of bikes, and while the Duke 390 stays within the design language, it does look quite good.

Build Quality, Fit & Finish

The fit and finish is top notch with nothing out of place, loose or an afterthought. The quality of paint on the metallic parts is top-notch, as is the finish on the non-metallic equipment. The lights and electronics are integrated well with the overall design language of the bike. It is on the buttons on the left stalk that could have been better; they don't have a very confident feel to them, especially when wearing gloves.

Features and Instrumentation

Continuing the trend of getting new parts, the Gen 3 Duke 390 gets a new TFT screen. There's a wide range of information available through navigation by the buttons on the left stalk. The all-digital MID shows your speed, gear, time, rpm, and fuel level. You also have warning and information signs for high beam, indicators, MTC (Motorcycle Traction Control), ABS status and the rest of the usual fare. When in Street riding mode, the display shows you the odometer, battery voltage, DTE, average speed and trip 1 or 2. Switch to Track mode and the display shows you the Launch control / ABS / MTC status, lap time and number. You can configure what is displayed based on your preference.

The Duke 390 comes with a host of customizable bike electronics that you can set through the "Motorcycle" option:

- Ride modes: Street, Rain, Track
- Motorcycle Traction Control: On, Off
- ABS: Road, Supermoto

You can toggle through these selections either through the buttons or with a long press.

Further, you get a host of Connectivity features such as Bluetooth connectivity with a phone, or a headset (wired or wireless). You also get a USB port neatly tucked right beside the left stalk, on the handlebar. The instrumentation cluster looks premium with good display capability, even in bright sunshine.

Wheels & Tyres

At the front, the Duke 390 gets 110/70/R17 tyres, while at the rear, it is 150/60/R17. The wheels on the third-generation 390 have been redesigned, and are about 1.7 kg lighter than the outgoing version.

The alloy rims are shod with Metzeler Sportec M5. When on the track, the tyres seem a tad bit incapable of handling the bike of this calibre. Under hard acceleration or quick braking, the rear does tend to slide out. The performance of the bike overall, especially while cornering or emergency braking could noticeably improve with a better set of tyres.

The international model gets Michelin rubber. Even in India, there are a lot of options for this tyre size, with the Michelin Pilot Street and Pirelli Scorpion Tally being popular options. Choose the 390 in the blue or orange finish, the wheels will come painted orange.

Ergonomics and Comfort

The new Duke 390 comes with a seat height of 800 mm as standard. However, the international model gets a seat height of 820 mm. This international spec seat can fit on the Indian model with the help of spacers and is available as an extra at the dealership level. The standard 800 mm height is just perfect as it allows riders of a range of height profiles to be able to comfortably plant their feet. The taller guys can always consider the seat from the international model.

The seats have been redesigned, getting a slightly stiffer cushioning. The length and width of the rider seat aren't the most comfortable, and you may find yourself searching for those extra inches of space when you're shifting your weight around the corners of the track, or when touring long distances.

That said, the geometry on the new frame allows for a comfortable riding stance.

Fuel Tank Capacity & Range

The redesigned fuel tank on the Gen 3 Duke 390 fits an extra litre compared to the outgoing model. With a fuel capacity of 15 litres and a typical consumption of ~25 km/l, you can get a realistic range of around 350-400 km. That's fairly enough to let you run around the track more than a few times, or ride the entire day with just one fuelling stop.

[libranof1987]

Riding the KTM Duke 390

The third generation Duke 390 gets a new 399 cc single-cylinder liquid-cooled four-valve DOHC engine. This beautifully tuned engine is capable of 45 BHP @ 8,500 rpm with a peak torque of 39 Nm @ 6,500 rpm. With the new engine, 80% of the torque is available right from 5,000 rpm, making puttering around town an effortless affair. Purely for academic interest, with the new engine, the 2024 Duke 390 gets a bump of ~25 cc in capacity, about an additional BHP in power, and a couple of Nm of extra torque.

The 2024 KTM Duke 390 is an absolute hooligan to ride, with its power delivery making you want to take it around the track the entire day. There's no other way to really say this, and it is every bit a compliment to its engineers. The power and torque delivery chart provides ample evidence of just how humongous the mid-range is, supported strongly by the top end that has more than enough juice to take you towards the top speed of ~155 km/h. The older engine was known for a weak low end, requiring a medley of gear shifts between 3-2-1 and 1-2-3 especially when navigating the speed breakers peppered on our city streets. The new engine gets a bump in torque at the low end of almost 5 Nm.

Making way on the 2024 Duke 390 is a new curved radiator with two cooling fans, allowing for better cooling efficiency. There was hardly any heat felt on the legs / thighs despite pushing the bike to its limits on the track for a few laps, or when riding through dense city traffic.

Rounding up the powertrain is the 6-speed manual gearbox that gets a Slipper Clutch and Quickshifter as standard. While the Quickshifter is significantly better than the one on the outgoing model, it isn't the gold standard of the segment. There is just about that small amount of tentativeness during gear shifts. The engine-gearbox "marriage" is superb, allowing you to be in the 3rd-4th gear for the majority of the ride, without having to compromise on power or torque.

KTM claims that the new Duke 390 does 0-60 km/h in ~2.4 seconds and 0-100 km/h in ~5.9 seconds. When in Track mode, you can engage the Launch control that limits a "wheelie".

All said and done, this can be just as much a hooligan on the track as it can be a daily drive in the city, just as much as it can be a weekend breakfast ride companion. It is thoroughly entertaining and has something for riders of every calibre.

Refinement & NVH

The new engine is very refined, and the new exhaust puts out a subdued growl. You don't feel any unusual vibrations, feedback or harshness from the physical touch-points with the bike in your typical riding conditions. But push the bike on the higher rpms and the engine immediately makes its presence felt. The growl beyond 5,500 -6,000 rpm is very noticeable and feels like a sweet symphony, given how well the sound of the exhaust is supported by a surge in power. Given that this is a single-cylinder engine, vibrations start creeping in as you get into triple-digit speeds and are prominent on the handlebar as you cross 120 km/h. The tight finish on the MID and ORVMs ensure things don't get blurry even if the view up front does.

Suspension and Handling

The 2024 Duke 390 finally gets a feature that has been much requested, adjustable front suspension. Up front, you get 43 mm WP APEX USD (Up-Side Down) Open Cartridge forks with a 150 mm travel and are 5-click Compression and Rebound adjustable. Adjustments, for both Compression and Rebound, are easy with simple turn-switches on the top of the forks under the handlebar. You can make these adjustments without the need for any tools.

At the rear is the WP APEX Monoshock suspension with a 150 mm travel, and a 60 mm stroke. It allows a 5-step Rebound damping and is 10-step preload adjustable. To change the suspension setting here, you'd need a C-spanner and a screwdriver.

For a naked sports bike, the Duke 390 handles well on the track. Even on typical broken country roads, the bike feels surprisingly well to ride. The suspension is set up well, and a ride on bad roads isn't backbreaking. The ground clearance on the new Duke 390 is a very generous 183 mm. The wheelbase is now a touch shorter at 1,354 mm; coupled with a kerb weight of ~163 kg, the bike is easy to very to flick around the corners of the track, as easy as it is to navigate through the city.

Braking

Braking duties are handled by disc brakes by ByBRE, Brembo's budget brand, which has now become the mainstay of most bikes in the segment. At the front is the 320 mm disc with the new four-piston radially-mounted calliper, while the rear gets a 240 mm disc brake with the new twin-piston floating calliper. Cornering and Supermoto ABS are now standard features, albeit customisable through the MID.

For a bike as capable as the Duke 390, braking could have been better. When at high speeds and under emergency braking, a sharper bite would certainly be more confidence-inspiring.

[libranof1987]

KTM Duke 390 Images

A look at all three generations of the Duke 390:


The 2024 Duke 390 carries forward the distinct design language that has become synonymous with the Dukes:


It has generously borrowed styling cues from its elder siblings, the Duke 790 and 1290:


A standout visual feature of the Duke 390 are the new tank shrouds:


All the new elements were laid out. These include the split Trellis frame with an aluminium subframe, engine and exhaust, headlight cluster, and wheels:


A look at redesigned elements on the Duke 390 - fuel tank, tank shrouds and the new TFT screen:


Ground clearance is at 183mm, sufficient for navigating through our bad roads:


The 2024 Duke 390 gets a redesigned fuel tank with a 15-litre capacity. Up by a litre and a half from the outgoing version:


With a fuel efficiency of ~25 km/l, you get a comfortable ~350 km range on a single tank:


The 2024 Duke 390 gets a significantly different new exhaust system design...


... with the exhaust neatly tucked in:


The headlight gets a redesign, while DRLs are now a separate design element (unlike integrated with the headlight cluster in the outgoing model). The indicators are carried forward from the outgoing model:


Rear gets a redesigned LED tail-lamp cluster as well:


Continuing the trend of changes is the radiator with a major design upgrade. It is now a single unit with a curved layout and two fans:


Finally, you get adaptable suspension as standard at the front. The new Duke 390 gets Open Cartridge, WP APEX USD forks with 43 mm diameter at the front...


... with a 5-click Compression and rebound adjustment. Adjustments can be made through a simple turn of the levers by bare fingers:


Rear gets the WP APEX Monoshock suspension with a 5-step Rebound damping, and is 10-step preload adjustable. You'd need a C-spanner to make these adjustments:


The front wheel is shod with a 110/70/R17 tyre. Complementing it is the 320 mm disc brake with the new four-piston radially-mounted calliper:


Rear gets a 150/60/R17 tyre with a 240 mm disc brake with the new twin-piston floating calliper:


Both the wheels are shod with Metzeler Sportec M5 (export spec is said to get Michelins):


The right stalk keeps it simple with just the engine ignition / kill switch:


The left is slightly busier with buttons for the high beam, hazard lights, indicators, horn and menu selector buttons. These buttons leave a lot to be desired. The menu button selectors don't have a very good feel to them; the angle of operation is slightly weird. The buttons for the hazard lights and high beam are notchy, you have to press them forward to engage; not the most convenient when you're wearing gloves. A press button for the hazard lights and a spring lever for the high beam would have been so much simpler:


The Gen 3 of the Duke 390 gets a new 5-inch TFT screen for the MID. In the settings, you can choose the favourite data sets that you want to be displayed, change Quickshifter+ settings and choose the options that open for the quick selector. You can even view bike info like coolant temperature, range, battery status, odometer and upcoming service warning:


You can customize what you see on the MID and can have two layouts. In the Street mode, you see the odometer, battery voltage, DTE, average speed and trip 1/2...


... while in the Track mode, you see the Launch control/ABS/MTC status, lap time and number:


The Duke 390 now comes with three ride modes: Street, Rain, and Track:


The Street mode is for everyday vanilla riding, while the Track mode is where you have the entire engine power and torque available. In the Track mode, the Launch control is available (it is disabled for the other two modes). In the Rain mode, the throttle response and power output are lower, and MTC / ABS are more intrusive:


You can toggle the Motorcycle Traction Control (MTC) on / off:


The dual-channel ABS gets two modes - Road and Supermoto. The Supermoto mode comes in handy on the track as it applies more brake pressure:


Trip info displays the distance covered, time taken, average consumption, and speed for Trip 1 and 2:


In the Info tab, you can see bike stats such as the coolant temperature, range, battery status, odometer and upcoming service warning:


All the lap timings stored when in Track mode can be viewed in the Lap Timer tab:


The clutch and front brake lever are both adjustable. A simple turn lets you adjust them to your liking:



Coolant tank placement is on the right, with easy access:


The ORVMs are adequate and give a fairly good view of the rear:


A view of the gear lever, foot pegs and stand:


The positioning of the rider's foot peg and the side stand is very awkward. If you want to extend the side stand, you absolutely have to retract the foot peg:


The seats on the new Duke 390 get lovely stitching, in line with that on the shrouds. The seat cushion is slightly stiffer compared to the outgoing model, and the rider seat doesn't get as much length at the back as you'd like:


A look at the pillion rider seat:


Grab handles for the pillion are now 700 grams lighter:


Remove the seats to access the battery, OBD port and the tool kit:


The 2024 Duke 390 comes in two colours. The bright orange that has almost become an extension of the brand KTM and...


... this gorgeous Atlantic blue:


A simple key to get things started...


... and once they do, the 2024 KTM Duke 390 is an absolute delight to ride! A maniac on the track, and sprightly on the streets!


Disclaimer: KTM invited Team-BHP for the Duke 390 test-ride. They covered the expenses for this riding event.

[Omkar]

Thread moved out from the Assembly Line. Thanks for sharing!

[saikishor]

I have some small queries:

Are the switches backlit?
What if someone messes around with the suspension settings when the bike is idle? Is there any way the settings can be locked?(I am a noob at suspension adjustment and have absolutely no clue on how the knobs work)
Will the Dominar mirrors make it to the showroom bikes or will they get the new redesigned KTM mirrors?

Excellent review by the team. I thought T-BHP wasn't a part of this launch, as the review didn't drop immediately after the embargo. The wait was well worth it!

[guru_to_be]

Great review as always! Thank you T-BHP once again for sharing the details. One question - how is the suspension at it's softest setting? I have sold my Himalayan and booked Scrambler 400x but I am also evaluating between Duke 390 & upcoming Himalayan 450. I don't care about the tech or gimmicks. My priorities are power and ride quality.

[parrys]

I have owned the Gen 1 390 Duke.
I currently own the Gen 2 390 Duke in the 390 Adventure format.

When on the media ride for this Gen 3 390 Duke, I have to say, the product has evolved enough to demand for the marginally extra premium. In fact, the price to performance ratio still remains unmatched with the new Duke.

The speedometer is much better overall compared to the Gen 2, better animations too. Quality has also improved in some areas like the control cubes, the touch feel is better.

And to ride, this is the most fun 390 Duke in a controlled way.

If one has the money, Bajaj has the best of both worlds for you now.
The Triumph Speed 400 on one end and the KTM 390 Duke on the other.
I wish they could do better with the Pulsar brand too.

Originally Posted by saikishor

What if someone messes around with the suspension settings when the bike is idle? Is there any way the settings can be locked?(I am a noob at suspension adjustment and have absolutely no clue on how the knobs work)

You'll have to live with it, no way to lock it. Luckily, it is just 5 clicks on both sides, so an easy fix if you notice something unusual from the front end.

Originally Posted by guru_to_be

I have sold my Himalayan and booked Scrambler 400x but I am also evaluating between Duke 390 & upcoming Himalayan 450. I don't care about the tech or gimmicks. My priorities are power and ride quality.

Easy to recommend the Triumph and KTM in this case.
RE is doing a lot with the Himalayan 450, and a lot of that would be a first for the brand starting with the liquid cooled engine. I would not buy the first lot of this product for sure.

[jackofsome]

Thanks for the review. Well done.

Few questions/ observations:
1. I have found the brakes to be stupendous on the new gen 390s. Could you confirm if they are selling this with the sintered Brembo pads?
2. I see quite a bit of chicken strip at the back tyre which prompts me to ask the question that is the rear wheel overtired like the earlier gens where no matter what you do, you can’t reach the edge of the rear tyre?
3. When you say the M5s are inadequate, at what kinda lean angles do you find it inadequate? Did you try and warm up the tyres before whacking open the throttle at the track? What were the tire pressures you were running? I ask this because I have usually not found these tyres lacking. Are the Apollo alphas better than this?

[Renaissance Man]

Thanks for the excellent Review.

One quick question, do we get a charging port like the 390 ADV on this?

[libranof1987]

Originally Posted by saikishor

What if someone messes around with the suspension settings when the bike is idle? Is there any way the settings can be locked?

You can't lock the suspension settings, so there's the risk someone fiddles with them when it is unsupervised.

Will the Dominar mirrors make it to the showroom bikes or will they get the new redesigned KTM mirrors?

There was no indication that this bike is a WIP, so what you see in the review is what you'll get.

Originally Posted by guru_to_be

I have sold my Himalayan and booked Scrambler 400x but I am also evaluating between Duke 390 & upcoming Himalayan 450. I don't care about the tech or gimmicks. My priorities are power and ride quality.

The Scramber 400x is likely about a month away, but if the Speed 400 is any indication, Triumph should do very well. Wait a bit so you have a clearer picture, but the Duke 390 or Scrambler 400x make excellent options.

Originally Posted by Renaissance Man

One quick question, do we get a charging port like the 390 ADV on this?

Yes, right behind the MID on the left side. It is a USB port though, not a 12V socket.

[ChetanM6]

Does anybody know when can one grab a TD of the new Duke in Bangalore? Also, can the new Duke be used for highway touring? Can it do highway speeds without too much of vibration and/or engine being stressed ?

[DivyanshuDiv]

Originally Posted by ChetanM6

Also, can the new Duke be used for highway touring? Can it do highway speeds without too much of vibration and/or engine being stressed ?

Highway touring is possible on this bike, and you can cruise on top gear, however, the seat comfort is something that can be missing for long rides, and that's my personal experience with some test rides and may be different for you, and for new Duke. For vibrations, I don't think they are enough to bother you. With grips, gloves and rubbers on gear and brake pedal, I didn't experienced anything, to be honest. Try to ride for 20-30 mins and see the difference you feel.

[bpapache]

Originally Posted by libranof1987

KTM Duke 390 Review

Heck of a review. No video reviews I’ve seen has covered it in such depth. Thank you.

Good news for us motorcycle enthusiasts on this forum, it looks like we will get official reviews for motorcycles too 😍

I’ve two questions which no review has answered.

Is the subframe a bolt on one like in the RC-390?

Also, on the track, some reviewers have said tucking down isn’t convenient due to the limited room on the rider seat. But what about the view ahead, does the rise TFT display hamper the vision when you’ve tucked in completely?

[aargee]

Originally Posted by libranof1987

Continuing the trend of changes is the radiator with a major design upgrade. It is now a single unit with a curved layout and two fans:

While an extremely high compression ratio calls for 2 fans, did you get to ride through dry heat pls? Reason to ask is I see most of shots perhaps may have been through rain & not so hot weather. I would like to get an implication of the 12.6:1 compression ratio pls?