Creating a nice expensive motorcycle is almost easy – just throw the best technology at it and charge wealthy owners accordingly. Much more vexing is how to design and build a stylish and entertaining streetbike at a low price.

It’s difficult to imagine anyone doing a better job of that value equation than KTM, which recently had its 390 Duke returned after enduring several months of being passed around to neglectful MO editors who ruthlessly tried to twist the nuts of this eager funster. Despite being forced to ride every new motorcycle on the planet (a regular part of our jobs) we were able to amass nearly 2,000 miles on the littlest Duke, and it fully legitimized itself as the rightful owner of our Best Lightweight/Entry-Level MOBO award of 2015.

In fact, considering its surprisingly low $4,999 MSRP, the 390 Duke also makes a great case for itself as a winner in our Value category. Check out that number again. For just $5k, the KTM is equipped with desirable features like a robotically welded tubular-trellis frame, aluminum swingarm, tapered aluminum handlebar, stout 43mm inverted fork, radial-mount front brakes, braided-steel lines and grippy Pirelli tires – nice stuff not available on its rivals. Oh, and that price includes ABS, a highly attractive feature for a bike catering in large part to junior-level riders – and one that’s optional or not yet available on its competitors.

Few would guess this attractive street machine retails for less than $5,000. The windscreen seen in this photo is from KTM’s PowerParts division, which replaced the teeny little stock deflector to provide a modicum of wind protection for $40.

Few would guess this attractive street machine retails for less than $5,000. The windscreen seen in this photo is from KTM’s PowerParts division, which replaced the teeny little stock deflector to provide a modicum of wind protection for $40.

Despite the shockingly low price, KTM hasn’t been able to rewrite the rules of economics. Production costs have been reduced by building the smallest Dukes (125 and 200cc versions in other markets since 2011-12) in India at Bajaj, a 49% stakeholder in KTM. This is the new state of play in the moto industry, as the Japanese Big Four builds its price-point models at factories in Thailand, Indonesia and China. Heck, even lauded Euro OEMs Ducati and Triumph build bikes in Thailand.

But back to what’s made the 390 Duke a star player in the lightweight category. It’s faster than most of its rivals, and if it isn’t, it’s a better handler.

“The little 373cc Single powering the Duke 390 punches way above its weight class,” notes Content Editor T.Roderick, who was the last of the MOrons to put miles on the KTM. “Around town it motors away from stop lights like a more powerful bike (also thanks to its low 326-pound weigh-in full of fuel), but it’s at freeway speeds where the mini-Duke really shines. The bike has no problem keeping up with speedy SoCal traffic, and when the time comes to pass slower-moving drivers, the Duke 390 has a stash of available power that enables it to easily get around those troublesome four-wheelers. And even though its lone piston is spinning furiously at 80 mph, the bike remains remarkably smooth.”

Yep, the Duke’s 373cc single-cylinder mill is either punchier or smoother or both than any sub-400cc street engine. It has considerably more torque than its 300cc rivals, and it kicks out a relatively robust 40 horses to its rear Pirelli, which is enough to spin its speedo up to 110 mph or so if given enough room.

“Its Single is more than enough for most riding situations, even freeway riding,” Trizzle allows. “It’s sporty and likes to rev, making it fun in the canyons and useful around town when trying to get away from traffic.”

The Duke 390 motor is identical to its RC390 KTM brother, and this chart shows how it cranks out more power sooner and bigger than its competitors.

The Duke 390 motor is identical to its RC390 KTM brother, and this chart shows how it cranks out more power sooner and bigger than its competitors.

While the 390’s motor received universal praise, its front brake setup was the subject of derision. The made-in-India ByBre brakes deliver wooden feedback via its stock pads, not measuring up to the implied promise of the radial-mount caliper design from Brembo and steel lines. However, a major step up in performance can be had by a simple brake-pad swap. We were more than pleased by the improvement offered by the SBS 877RS pads we installed – an enhancement of feel and power easily worth twice the cost of the $45 pads.

MO Better: SBS RS Brake Pad Review

“Yeah, the new pads are a definite step forward,” admitted Troy, a vocal complainer about the KTM’s brakes since our Beginnerish Sportbike Shootout. “The improvement was a night-and-day difference. Now I could charge into a corner and only use one finger to scrub off the necessary speed.”

Another sore spot – literally – was the stock seat, which isn’t especially compliant and uses a plasticky cover. KTM”s PowerParts catalog provided relief in the form of the Ergo Seat, which uses much nicer material for its cover and plusher, thicker foam. It’s vastly more comfortable than the stocker and remained so even after nearly 200 miles in the saddle when I rode it out to Chuckwalla Valley Raceway for a trackday.

“Its 20mm of increased seat height certainly helped increase comfort in the legroom department for my 5-foot-11 chassis,” T-Rod lauds. “I wouldn’t hesitate to take it on a longer ride.”

KTM’s Ergo Seat uses much nicer materials (note its softer textured surface next to the plasticky pillion saddle) and is well worth its $130 price as long as your legs aren’t especially short.

KTM’s Ergo Seat uses much nicer materials (note its softer textured surface next to the plasticky pillion saddle) and is well worth its $130 price as long as your legs aren’t especially short.

Although I had a riotously good time piloting the 390 around Chuckwalla, its preferred playground is on the street and in the canyons. The bike’s extreme light weight makes easy for any person to manhandle, and its upright riding position is preferable and more versatile to sportier riding positions like fully faired little sportbikes, giving a rider an advantageous helm to maneuver through traffic or dissect canyon roads.

“For its engine displacement and price range, I can’t think of another bike that’s better at slicing through tight city traffic,” Roderick praises. “The combination of narrow width, upright seating position, strong stopping power and well-balanced suspension add up to a motorcycle worthy of consideration. Kudos to KTM for getting the package right.”

Indeed, for a $5k package, the 390 Duke can’t be topped in terms of versatility, style and performance. Most sub-400cc bikes feel weak in the lower part of their rev ranges, but the 390 Duke’s bounty of low-rpm torque means that its rider isn’t always hunting for the meat of the engine’s powerband. The Duke even held its head high when compared to Honda’s excellent CB500F, a bike that costs $1,300 extra when equipped with ABS brakes.

Little Tearers Comparison: Honda CB500F vs. KTM 390 Duke

Flaws are minor and mostly easily rectified. Handlebar grips are hard and feel cheap, but a swap to nice aftermarket grips would be inexpensive and simple. Instrumentation is fairly comprehensive for a machine in this class, but larger readouts on a few of its displays would be helpful. Lastly, we weren’t impressed by the sometimes-balky gearbox, which seems a bit crude relative to other bikes in the class. On the plus side, its slipper clutch is a desirable feature for newbies and aggressive pros. Riders who are especially tall or particularly heavy might feel cramped or wish for a stiffer suspension, but that’s not unusual for any motorcycle in this class.

Overall, the 390 Duke looks and performs like a more expensive bike, and it’s hard to imagine a better junior-level sporty bike for riding of all types. Its smiles-per-gallon and grins-per-dollar metrics are off the charts, and its combination of value, style, equipment and fun factor is impossible to beat.

Yep, you can do it all on KTM’s smallest Duke.

Yep, you can do it all on KTM’s smallest Duke.

2016 KTM 390 Duke
+ Highs

  • Style
  • Value
  • Playful
– Sighs

  • Gearbox a bit crude
  • Mediocre stock brakes and seat
  • Small for the Big ‘n’ Tall crowd

Related Reading
2015 KTM 390 Duke First-Ride Review
Beginner-ish Sportbike Shootout
Best Lightweight/Entry-Level Motorcycle of 2015
Duke’s Den – The Joy Of Riding Slow-ish Bikes Fast
MO Better: SBS RS Brake Pad Review
Little Tearers Comparison: Honda CB500F vs. KTM 390 Duke

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  • JMDonald

    I wish bikes like this were available in the 70’s. Not only would I have owned one I would have been a customer for life. I don’t remember there being any good add ons for the Hondas back then.

    • Old MOron

      C’mon mate, it’s never too late to become a customer for life. While KTM would love to have won you in your youth, I’ll bet they will welcome you now.
      Lang may yer exhaust canister reek!

      • JMDonald

        There are a couple KTM’s in my top ten. I like the 690 “Smooth Criminal” Duke. The 1290 Super Adventure and the Super Duke R both rate high on my want one list. You never know.

    • Martin Buck

      You’re right, I had to make one of my own! I swapped an RD350 that I hated (loadza reasons) for a Honda XL350. I had never owned a four stroke before, and it was a revelation. I replaced the stock shocks with stock RD350 ones, and had a welder put an extra 2 inches into the swingarm for stability at high speed. All it needed then was BSA pattern handlebars, and it became an extremely agile back road blaster. As a soccer player, kicking it into life was fun, not a chore. Gear changing was usually optional, not a vital necessity like was on the two strokes, as it had a very wide power band. The chief talent was an infinite amount of cornering clearance, making mountain roads hugely entertaining. Even a somewhat weak drum front brake wasn’t the drawback it seemed, because of all the engine braking, and the narrow profile meant slowing down wasn’t always required. All in all, one of my favorite bikes ever, and a real tragedy when I had to sell it to buy a car, like a grown up. I have never grown up. Don’t want to. Ever.

      • JMDonald

        Seems like most manufacturers are selling upgrades to certain components over stock nowadays. We live in the best of times when it comes to motorcycling. In all honesty I have not added or upgraded many components on most of the bikes I have owned. I do like heated grips and can see or feel the value of a good seat upgrade. With all the suspension and exhaust upgrades available it is very hard to resist changing them. Especially if they are of reasonable cost. It is also fun tuning a bike up getting it just how you want it.

  • Craig Hoffman

    I so want to see this motor in a DRZ400/WR250R killer soft core dual sport. Cheapen the suspension like I know they must, but KTM needs to build it.

    • Born to Ride

      Not before they build me a 690 adventure with 21″/19″ wheels and the dual counterbalanced engine!

    • roma258

      Seriously, get on it KTM!

    • Jon Jones

      I’d like to see the proven DRZ400 motor in a sporty street chassis. Just add fuel injection, bump up the ponies a bit, and make it look exciting.

  • Born to Ride

    I wonder if KTM will produce any bikes with less… *ahem* bold styling. I personally find their bikes attractive, but the styling is definitely polarizing. I can’t help but wonder if this bike would sell better with a more traditional appearance. I see CB500f all over the streets and I can think of one Duke 390 I’ve come across in the wild. I know dealerships factor into that more than anything, but my local dealership is literally giving them away(with the purchase of a superduke or super adventure)

    • Ozzy Mick

      Yeah, I really wanted to buy one for mostly around town, but it’s too “garish”, look-at-me for an older fart like me. A nice retro or street racer blacked-out look will be more my style.

      • Born to Ride

        Yeah my dad was considering buying a cheap lightweight bike to strap to the back of his RV and I pointed him to this. He said it looks like hotwheels toy and would rather ride a scooter.

        • Belakor

          Just rip off the stickers and youre fine. Sure you still got bold orange accents but its plain enough then.

    • Antonio Alvarado

      Funny…in St. Petersburg, FL I’ve seen several 390 Dukes on the road but not a single Honda CB500F.

  • mugwump

    I keep thinking I could have fun with this and picking up the RC Cup suspension bits.

  • Jon Jones

    The MSRP might be “only” $4999, but KTM nukes you on freight—$500 to $900. The OTD price is the true price of any vehicle.

    • Born to Ride

      European dealerships in my experience are far more reasonable about their freight and setup costs than the Japanese guys. For example, the Ducati Scrambler was 8500$ at the same time the Yamaha Bolt was 8300$. Both bikes were new and desirable motorcycles that year. One of my friends bought the Ducati and the other the Bolt. My friend that bought the Bolt paid 10,200$ OTD, and that was the best deal he could get haggling like a fool at 3 different dealers. To add insult to injury, his tier 2 credit landed him a 14% interest Yamaha factory loan! My friend with the scrambler paid 9600$ OTD and has 1.99 financing. Guess who is happy with their purchase and guess who is upside down on their loan a year and a half later…

    • Antonio Alvarado

      You’re right…and that’s without the “upgrades” which according to this article are a MUST!!!

    • kenneth_moore

      The local multi-line dealer just added KTM. He said “KTM charges $500 freight and $400 setup for every bike. It’s not negotiable, even for a regular customer like you. The 390 will be $6k out the door.”

      Then again, they charged me freight and setup on the Honda and the Yamaha I bought there; maybe not as much. I think even at $6k it’s a good deal for what you get.

  • Antonio Alvarado

    This article claims the KTM 390 Duke has “grippy Pirelli tires”. Maybe the European version or the 2015 model, but KTM’s website says this motorcycle has Metzeler tires (German) and NOT Pirelli (Italian). This information is WRONG! Do your homework better next time MOTORCYCLE!!!

    • Kevin Duke

      Look at the tires that are on the bike, Antonio. They’re Pirellis, which are the tires the bike came with and the tires the RC390 comes with in America.

      • Antonio Alvarado

        None of the pictures Motorcycle.com posted reflect tires in a “still position” so one can read the PIRELLI name on them. I will go to a dealer and see & ask for myself because you claim you’re right and the KTM factory website is wrong.

    • Maheshwaran AJ

      Only in India and some tropical countries get metzler tires which have completely different tread pattern from.the one you see in the pics. Rest of the world gets Pirelli