My experience with the Duke 390
Hello people, I am writing this article to help people understand how it would feel like to buy the Duke 390. When I was making this decision, I read a few blogs and articles which really helped me. The fact that these reviews were easy enough to understand and did not delve too deeply into the specifications is what made reading them so enjoyable and enriching. So here is my attempt at making it easier for anyone who wants to consider this bike.
Let me start
out by making something clear: I am not an ardent biker. I am not part of any
biking group and nor do I own any biking gear or equipment other than my bike
and my helmet. Actually, I would describe myself as a biking enthusiast rather than
the term “biker” which implies a level of commitment and involvement which I
must say I have not attained yet. So I will avoid entering the jungle of
tech-specs and statistics, and just write down what it felt like, the “intangibles” if you will, which I think matter the
most (just my personal opinion). I have owned a Pulsar 150, an Avenger 220, a
KTM Duke 200 and now the Duke 390, so I have ridden at least 5000 kilometres on
all of my former bikes and am in a position to compare them with the 390. Now
that that’s out of the way, let’s get down to the actual review of the bike, in
which I will describe my entire experience right from the time I purchased the
bike to my first trip on it to Lavasa, and then an individual spec break-down.
So, here goes...

The waiting period:
I decided to
upgrade from the Duke 200 and made an enquiry with the KTM dealers, I was told
that the 390 does NOT have a
waiting period, which surprised me quite a bit. So thankfully, I got the bike
on the day I made the full payment, which is a HUGE plus point in favour of KTM
and especially the Duke 390. I got my bike within 2 hours of my payment.
Another thing that was a bit different that I got to choose my own bike from
among 5 bikes in the warehouse. I know this doesn’t make a difference either
way, but it was a special touch, which allowed me to form a connection with my
Duke even before I had ridden it.
First ride home and initial impressions:
The first time
I started my bike, I was a bit surprised by the loudness of the engine growl! I
had read in many reviews that the engine sound is a letdown, but personally, I
think it is miles better than the 200 but sounds much more ‘assured’. The seat
height is 10 cm lower than the smaller Duke and the foot-pegs are further back,
so the riding position feels a bit more comfortable, but that is a personal
choice. The clutch is harder than most bikes, and the accelerator is zippy. The
seat is very comfortable for me, and seems a bit broader than the 200. As
always, the pillion gets the very short end of the stick and trust me, a
rollercoaster ride would be safer! I rode the bike around for about 20
kilometres just to get a feel of the engine and the brakes, and then I headed
home for the pooja.
Daily riding:
I hate the
word commute and everything that it implies. I ride to and from my workplace to my home. I try and take as many
different routes as possible to not make this a monotonous routine. My
impressions about the 390’s suitability for daily riding are mostly favourable.
First, let’s just take the mileage out of the equation; if you care about
mileage this is not the bike for you (though 26k/l is not bad for this engine
capacity).
If you somehow
manage to avoid bumber-to-bumper traffic congestion, I think this machine does
a fine job of handling anything you can throw at it. The acceleration helps you
leave the rest of the pack chasing when starting from a traffic signal and that
alone ensures you at least a small stretch of mostly empty road to flex your
engine strength. And the ABS is a boon just in case some whack-job decides to
come in your way. DISCLAIMER: I obviously do not advise or condone going beyond
60 km/h in the city. So at this speed, braking is sharp and responsive and you
can feel the ABS kicking in through your brake paddle. This is a zippy bike,
and weaving in-and-out of traffic was never easier, and never so much fun! If
you enjoy riding a bike (and don’t see it as just a means of transport), this
bike can give you more thrills than any other bike just by its manoeuvrability
and zippiness.
First long ride:
My first long
ride on my Duke 390 was a trip to Lavasa, a destination near Pune. For the most
part, the road is smooth and the traffic is minimal. Add to that the inviting
curves of the ghats and that makes it one of the best biking routes in the
vicinity. Right off the bat, the best aspect of riding this bike has to be the
cornering. The Metzeler tyres are a dream and the best description is can give you is that they
seem to be glued to the ground. As I have said before, I am not a biker in the
true sense of the word, yet.
None of my
earlier bikes had given me the confidence for cornering so low and at such speeds.
The tyres, coupled with the brakes and engine power, allow even an amateur
rider to execute beautiful corners. Needless to say, I rode up and down the
whole ghat section twice, that’s how fun it was. On straight roads, overtaking
was a breeze. Even Audis and BMWs were no match for the 390’s acceleration, and
reaching the hitherto hallowed mark of 100 is not even that big of a deal on
this bike. On a side note, one of the biggest smiles in my life appeared on my face when I outstripped a group of Enfield riders on the way back. They certainly did not expect the "tiny" monster to just zoom past the entire group with a twist of the wrist. I digress, so, let's head on; the suspension is on the stiffer side, but that was to be expected
and on the whole, its advantages outweigh the disadvantages. The suspension can
handle small bumps but big holes are a nightmare. You will have to stand on the
foot-pegs if you want to ensure that your spine remains intact.
The other
option is to slow down and accelerate again, which, though not an ideal
solution is easier to pull-off thanks to the engine and the Bybre brakes. The
last section of the twisties that ends at the Lavasa entrance gate is one of
the most demanding parts of this trip, for both, the rider and the engine. But
to my immense delight, never did the bike fall short of power, even on the 2nd
and 3rd gears. So, the only problem I had on this ride was that it
got over so soon!
Now on to the
individual part reviews:
Appearance:
There is just
something about the angular and sharp appearance of the 390 (shared with its
baby sibling) that takes my breath away every time I see it. It is a bit loud
and extravagant looking, yes, but it feels like rather than demanding
attention, it commands it. The orange trellis frame, tyres and chain guards
along with the white tank are not everyone’s cup of tea, but I personally loved
the splashes of orange, which is in KTM’s DNA.
I removed the
handle guards, saree guard (even the name makes me twitch with revulsion!) and
tyre hugger that come with the bike because I prefer a more naked and brawler
look. But again, that’s everyone’s personal choice and I prefer my 390 this
way.
The only
downside is that the wiring is visible in some places, somehow giving the bike
a messy look. Also the protruding front number-plate is an eye-sore.
Engine and tech specs:
The most incredible
part about the engine is its weight. The fact that it displaces 373.2 cc and 44
hp with an approximate of 36 kg! The most important numbers are: 0 to 60 km/h in under 3 seconds and 0 to 100 in about 6! This is a marvel of technology and gives the
Duke 390 a huge advantage over its competition. The detailed spec sheet is as
follows:
As you can see, this
is cutting edge technology and KTM have spared no effort in making this engine
into the beast that it is. This low weight engine and the ultra light weight
chassis have contributed to keeping this bike’s total dry weight to 139 kgs.

The ground
clearance is more than enough to handle Indian roads though the stiff
suspension could have been softer. The brakes handle anything you can throw at
them, even on gravelly roads. The short
turning radius helps this bike handle through traffic like a hot knife through
butter. The tall gearing ratios ensure that you can ride stably at a relaxed
pace if you want to. The 390 does not always feel strained like the 200. While
riding the 200, you were either accelerating or decelerating; there was not
really a mid-range, which resulted in manic riding. This option of cruising at
above 110 km/h is a boon for tourers. The only drawback in the bike design is
the fuel tank capacity, which is nothing to write home about at only 11 litres,
which gives a tank range of about 250 km. Tourers will find that there is no
place other than the indicator lights to attach their luggage, and magnetic
tank bags are not possible due to the fibre body. I would recommend the
Viaterra claw-bag for serious tourers.
Now on to another negative point, the pillion seat. The
less said about this, the better. There is absolutely no plus point for the 390
pillion. It is way more dangerous than the 200 because of the 390’s wild
pick-up. The grip-bars are useless to say the least and the only option to
counter the monstrous pick-up is for the pillion to grab onto you and lean
forward as much as possible, which is NOT a comfortable position. So if you are
going for long rides with a pillion, breaks at 30 minute intervals are a MUST.
At high speeds, watch out for the wind blast. It is
brutal! I’ve heard that the PowerParts wind shield will reduce the intensity of
the blast, which would improve the high-speed experience significantly.
Riding the bike in city traffic can be a hassle,
especially since like a litre-bike the Duke 390 engine tends to knock at lower
RPM ranges. But with enough experience and skill, I have no doubt that people
will be able to avoid this knocking.
Where there is fire, there is smoke, and with a 44
horsepower engine, there is bound to be some heat. The only problem is that the
heat is expelled by the radiator fan directly onto the rider’s legs! Trust me, you
can feel this heat even through denims. It’s still bearable since we are in the
winter months, but with the summer coming, it’s going to be a challenge.
Conclusions
This bike is not for the faint-hearted, that’s for
sure. Nor will it please most Indian people with its fuel efficiency (Although,
25-28 is a pretty good deal for this much power). But this is the most
thrilling bike I have ever ridden, and I am not even finished with the break-in
period, I can only imagine the amount of fun I am going to have once I am
allowed to rev the engine higher than the current 4500 RPM. If there is any
part of you that wants to know how it would feel like to own a high-performance
bike, the Duke 390 is the way to go. Especially considering the tremendous
amount of bang-for-buck and low ownership costs (compared with other bikes in this
engine category), and the fact that the Duke 200 costs 1,55,000 on road, which
is just 50,000 lower than the 390 with which you get the Metzeler tyres, ABS,
and twice the power, there is absolutely no other bike that can challenge the
performance of this orange beast in this price range.
So , I hope this article will help potential buyers
decide whether to go for the Duke 390 or not, but I for one am extremely happy
that I took the plunge. The 390 is an upgrade in every sense of the word from the Duke 200. So a big thank you to the people over at KTM, Bajaj, Brembo and Metzeler! Take a bow, you've earned it!
Here is a summary of the Pros and Cons as a quick
recap of the article:
Pros:
1.
Engine capacity,
performance, tyres, ABS, acceleration
2.
Quite a looker,
street-friendly, zippy
3.
High fuel efficiency
for this engine category
4.
Frankly, the most
value for money I’ve ever had
Cons:
1.
Nightmare for the
pillion (other than wives and girlfriends)
2.
Fuel efficiency still
too low for mass appeal.
3.
Heat dissipation and
wind blast issues, also a squeaky tiny horn.