2017 KTM Duke 390 Review
Bike Tested: 2017 KTM Duke 390; Road Test No. 869; Test Location: Chakan, Mumbai
Price OTR Mumbai: Rs. 2,73,055/-
The KTM Duke 390 outclasses everything when it comes to excitement and VFM
There have been very few motorcycles in the Indian market which have offered way more performance for the price and the KTM Duke 390 is one of them. An enthusiast’s delight, the flagship street-fighter for KTM in India offered a terrific riding experience in its first generation but not much has changed on that front in the second generation as the Austrian company has focussed on making the Duke 390 a more refined and premium package. A price hike of Rs. 30,000/- has robbed the Duke 390 of its VFM tag, or has it? We had the hooligan with us for a spell to arrive at a conclusion.
Motor Quest: More powerful sibling of the Duke 200, the KTM Duke 390 is the second product to be launched under the Bajaj-KTM partnership. It was first showcased at the EICMA 2012 and hit Indian shores by June 2013. This street-fighter’s performance and sticker price made the value-for-money factor shoot through the roof. Two years later, a mild update was given to improve its quality and iron out the niggles and issues. The thoroughly-revamped second generation Duke 390 broke cover at the EICMA 2016 and went on sale early this year. Even after a price increase, the 2017 Duke 390 still retains its value-for-money crown. All these years, Bajaj Auto’s facility, located in Chakan, Pune, has been handling domestic as well as global production.
Generous use of black prevents things from going overboard
Styling – Gone are the days when the Duke 390 was chaffed for being too similar to its lesser counterpart in appearance. Designers have made sure that the second generation goes through a drastic change, and how! The 2017 Duke 390 looks as sculpted as a 5% body fat athlete in its new Predator-inspired costume. Sharper tank shrouds surround the reshaped tank in a seamless manner while the beefy braking hardware, coupled with that meticulously designed 20-LED headlamp, adds to the big-bike feel.
In the herd of Japs, these neon orange alloy wheels scream for attention!
Rest of the motorcycle flaunts a pretty standard street-fighter design with the right amount of colour and muscle. The main frame and wheels are finished in orange and the bolt-on sub-frame gets a coat of white to match the only colour scheme on offer. New side-mounted exhaust takes care of aesthetics as well as emissions. The aurals, we aren’t too sure. Excellent quality of the UV-resistant paint and perfect fit and finish levels act as icing on the orange cake!
New TFT display of the 2017 Duke 390 takes center stage
Instrument Cluster and Switchgear – If there is one element of the 2017 Duke 390 that will make even Busa owners sit up and take notice, it has to be the 5.0-inch colour TFT console (called Combination Meter in the service manual). The new unit looks like a smartphone but throws out bundles of information including service reminder, trip details, electronic gear position indicator, battery voltage, low oil pressure, distance to empty and a lot more. Important messages are flashed in a yellow strip at the top while critical problems are displayed at the bottom on a red strip. Heck, it even supports smartphone integration via Bluetooth which is something unheard of in this price category! The home screen can be customised to show 8 different parameters via the quick selector. At the moment, the system does not support all mobile phones. However, we found that the iPhone works like a charm.
Buttons are backlit in a soothing shade of white
There is an ambient light sensor in place to automatically switch between day/night modes (black cluster at night). Data is displayed in a very organised manner and is surprisingly easy to decipher. KTM has done away with the shift light as the colour-changing tachometer has now taken charge which goes red near the redline. Backlit switchgear is carried over from the erstwhile Duke 390 but gets additional switches to tweak the instrument cluster and ABS settings. While the buttons and adjustable levers are good quality and easy to operate, the left side of the handlebar feels a wee bit cluttered due to the sheer number of buttons and switches surrounding it. The other side is largely unoccupied with only a starter button and a kill switch. Speaking of the starter button, it gets a one-touch feature to eliminate the need of keeping the button pressed till the engine comes to life. A thoughtful touch, indeed!
Revised seats allow some room to move around
Ergonomics – KTM, with this generation of the Duke 390, has attempted to improve the riding posture by working on the position of the saddle and footpegs. While the racer junta ought to appreciate it for the control it gives over the motorcycle, tourers are going to miss the slightly relaxed riding posture offered by its predecessor. The new attacking position feels much better while cornering and taking U-turns since the handlebar now feels closer to the body. KTM has moved the keyhole closer to the rider and operating the buttons on the handlebar is a piece of cake. However, the fuel tank lid opens away from the rider unlike other motorcycles but one can get accustomed to this arrangement in a matter of days since this one, at 22-28 kms to a litre, has high appetite. Increased seat height and revised tank recesses help accommodate taller rides with ease. Seat compound has changed for good and the softer split seats now offer commendable support.
Better low-end punch makes lifting the front wheel effortless
Performance – The 373.2cc DOHC engine of the Duke 390 was, and remains, a stonker of a motor. With the second generation, this powerhouse has been retuned to produce 37 Nm of torque while the power figures remain the same at 43.5 HP. From halt, the 100 km/hr mark is breached in 5.78 seconds and, due to a change in sprocket configuration (45 teeth instead of 44), the top speed has gone up as well. Moreover, all this drama is achieved earlier on in the rev range which translates to better low-end grunt. The 2017 Duke 390 also gets ride-by-wire throttle which takes away some uneasiness from the engine at low speeds. The sure-shifting 6-speed gearbox mated to a decently weighed clutch and backed by instant torque delivery makes the motorcycle comfortable to ride around in traffic.
This motorcycle packs the punch to exploit the chassis’ true potential!
The explosive power delivery of the 2017 Duke 390 is addictive but it’s tamed now
Just like its previous generation, the motorcycle is extremely engaging to ride in the mid-range as the surge of power can be felt at 5000 odd RPM which holds up well till the redline. The motorcycle shoots ahead and gathers pace like there is no tomorrow! Acceleration is brisk even beyond triple digit speeds and going well past 100 km/hr, the engine doesn’t feel out of breath either. Let alone staying ahead of traffic, you can give even performance cars a run for their money on the straights.
Need maximum horses for the money? The Duke 390 is for you
Where KTM has worked hard is the NVH department and the result is more than noticeable. There are none of the vibrations or roughness of the earlier motor which is a very welcome move. The side-mounted exhaust adopts a smooth tone to compliment the vibe-free nature of the motorcycle but, at times, one does feel that the muted growl is insufficient for the kind of power the Duke 390 serves. The larger fuel tank is made of metal and gets an EVAP system to prevent fuel loss from evaporation. However, I won’t whine about the fuel efficiency figures of such a brilliant performer. Not in the performance section, at least! The cooling fan is very audible and the company claims to have used an improved radiator setup to control heating but our stint with the Katoom tells us otherwise.
The bike maintains its composure even on the tightest of corners
Riding Dynamics – Sitting taut on its updated chassis and advanced suspension setup, the 2017 Duke 390 carries forward the handling prowess of the earlier generation. In fact, it handles even better than before due to the new suspension hardware sourced from WP which includes open-cartridge upside down forks and a 10-step adjustable monoshock, deployed at the front and rear respectively. The ride quality remains a bit choppy as the suspension has been tuned to be on the stiffer side. Even with the immense ground clearance, it won’t handle broken roads well but dismisses smaller undulations with aplomb. The motorcycle holds its line really well through the corners (the wheelbase has been reduced by 10 mm) and the front end could be adjusted for height in the future to give just the right amount of feedback. Still, spirited riding or hard cornering on the Duke 390 needs experienced hands as the motorcycle is very responsive to rider inputs.
320 mm disc brake provides superb stopping ability, and then some!
The handling characteristics leave behind some established Japanese players
Despite coming equipped with a dual-channel ABS, weak brakes on the earlier Duke 390 were a fly in the ointment. Thankfully, the updated Duke is equipped with a massive 320 mm front disc and larger master cylinder to provide immense stopping power. Braking hardware on the rear wheel remains unchanged which leaves a room for improvement. However, for now, the strong bite and great feedback from the front brakes make up for it. By default, ABS is set to monitor both the wheels but can be disabled completely or only for the rear wheel for some sliding fun! Metzeler Sportec M5 tyres now get a lower speed rating (‘H’ which is 210 km/hr) but there was no difference felt in grip levels even when pushed hard on the track.
Even in its new iteration, fun character of the Duke 390 hasn’t changed
Verdict – The KTM Duke 390 redefined performance standards in our country with its unmatched price-to-performance ratio. When it was launched in 2013, its immense value for money factor made all the Japanese offerings look terribly overpriced. Due to this reason, it was lapped up in huge numbers. The 2017 Duke 390, isn’t the same as before, as it loses its affordable tag with the new sticker price. However, this generation brings along a lot of improvements on both mechanical and aesthetic fronts which makes the price hike totally worth it. The motorcycle still remains unbeatable in its performance and, with the added electronics and imposing stance, is much more desirable than before. Till the Beamer hits our shores, there’s nothing even remotely hampering the Duke 390’success. A well-deserved one at that as the value it brings to the table is unmatched!
Bright orange hand guards help identify the 2017 Duke 390 from a mile
What’s Cool
* Looks much better with top-notch paint and plastic quality
* Explosive performance, crazy acceleration and much better NVH levels
* Comfortable seats, surefooted handling and strong brakes
* That 5.0-inch colour TFT instrument cluster is to die for!
* Improved tank range is good for touring
* Feature-loaded, offers great value for the price
What’s Not So Cool
* Heating issue is still persistent despite a new radiator
* Though improved, fuelling is slightly choppy at low RPMs
* Taller stance not suited to short riders
* Concerns regarding long-term reliability of advanced electronics
Alternatives: Benelli TNT 300
Mirrors are positioned wider to provide a better field of view
2017 KTM Duke 390 Specifications
* Engine: 373.2cc, Liquid-Cooled, 4-Stroke, Single-Cylinder
* Power: 43.5 HP @ 9000 RPM
* Torque: 37 Nm @ 7000 RPM
* Transmission: 6-speed with slipper clutch
* 0-100 km/hr: 5.78 seconds
* Top Speed: 165 km/hr
* Fuel Consumption: 22-28 km/l
* Fuel Type: Petrol
* Frame: Split Trellis
* Suspension: 43 mm WP Open-Cartridge USD Forks (Front), WP Monoshock (Rear)
* Tyres: 110/70/17 (Front), 150/60/17 (Rear), Metzeler Sportec M5
* Brakes: 320 mm Disc (Front), 230 mm Disc (Rear), ABS
2017 KTM Duke 390 Dimensions
* Length x Width x Height: 2026 mm x 836 mm x 1267 mm
* Wheelbase: 1357 mm
* Ground Clearance: 185 mm
* Seat Height: 830 mm
* Fuel Tank Capacity: 13.4-litres
* Kerb Weight: 163 kgs
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