2018 KTM 390 Duke Revisited

2018 KTM 390 DukeEditor Score: 94.00%Engine 18.75/20Suspension/Handling 14.0/15 Transmission/Clutch 9.0/10Brakes 9.0/10 Instruments/Controls5.0/5 Ergonomics/Comfort 9.0/10 Appearance/Quality 9.50/10Desirability 9.75/10Value 10.0/10Overall Score94/100
Almost exactly one year ago, former EiC Kevin Duke penned (typed?) his review of the 2017 KTM 390 Duke. It came as no surprise to the MO staff when Kevin arrived home from Italy raving about the refreshed and revamped 390. The crew had already tested previous models and had found themselves smitten with the small orange machine, giving it the honor of Best Lightweight/Entry-Level Motorcycle of 2015 and 2016. It would then come as no surprise that the refreshed 2017 model would clench the threepeat with the Best Lightweight/Entry-Level Motorcycle Of 2017, and at $5,299, it would also snatch up our Best Value Motorcycle Of 2017.
2017 KTM 390 Duke Review
Accolades a-plenty have been thrust upon KTM’s lightweight Duke from its inception. It was now my turn to spend some time aboard the newest Iteration of the machine. Nothing has changed between model year ‘17 and ’18 besides a white color option for 2018. While my name may not be emblazoned upon the tank of this feisty little motorcycle, I can assure you unequivocally, the 2018 KTM 390 Duke is a motorcycle that punches above its price point and I’m not just saying that because the 2018 390 is glaring at me with its aggressive split-faced LED headlight through my office window as I type this, almost as if it were going to kick my ass should I say otherwise.  
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In this field, we have deadlines. More often than not, those deadlines sneak up on you and before you know it, you’re sucking down coffee mugs full of homemade stovetop espresso as you furiously smash away at your keyboard. You know what else will get the juices flowing, though? Taking a look at the radically styled, uncompromising orange, black, and white 2018 390 Duke. Didn’t quite do it for you? Take it out for a spin.
Hmm. I swear the power doesn’t feel as erratic as this dyno chart might lead you to believe.
Sure, looks are subjective. Sure, 39.2 hp and 23.6 lb-ft of torque isn’t mind-blowing power. That’s true and in fact, I had no interest in the small displacement class of motorcycles until I rode the Ninja 400 at Sonoma Raceway and the surrounding area. I wouldn’t be interested in the Ninja 400 for an only motorcycle but to turn into my first racebike? Yes, please. It will level the playing field and show you just how good you are (or aren’t). The KTM 390 Duke has now shown me there could be a place for a sub-400cc streetbike in my garage. Let me explain.
If you find yourself riding at night, the TFT display auto-adjusts to the ambient light and will display a black background. Backlit controls on each handlebar control module are also helpful in low light.
I find myself staring at the 2018 390 all too often. Perhaps more even, than the 1290 R that sat in my garage a few months ago. With the update in 2017, the motorcycle is the spitting image of the much larger 1290 Super Duke R. Take a closer look and you’ll find even more similarities to its $18k stablemate. The 390 comes equipped with a brilliant 5.2-inch full-color TFT display, which is navigated by the left-side switchgear and is intuitive to use. If you find yourself riding at night, the TFT display auto-adjusts to the ambient light and will display a black background. Once saddled, the 390 also shares the same aggressive forward-bias seating position as the 1290 and if that wasn’t enough, the display reminds you once it’s flipped on that the wee Duke is also “Ready to Race”.
The rider and passenger seats offer plenty of room for a bike of the 390’s size.
While the 32.7-inch seat height isn’t the lowest and the rider triangle is decidedly aggressive, I found the motorcycle to be quite comfortable for dicing through traffic, blasting through canyon roads, and even during extended freeway stints where I was glad the position was canted forward. The seat height also allows ample room to the footpegs which, with a 30-inch inseam, was comfortable without the slightest nagging after a full day’s ride. Surely, the wide seat itself contributed to all-day comfort. Adding to the rider’s ergos, are the inclusion of adjustable clutch and brake levers to give you the precise feel you are looking for.
Ride-by-wire helps to deliver crisp throttle response while the slipper clutch prevents unwanted rear wheel hopping from aggressive downshifts. The 2018 390 Duke is a great lightweight motorcycle for those new to riding, while still offering excitement to experienced riders.
The 2018 KTM 390 Duke looks and feels like a quality motorcycle and needless to say, it absolutely performs as fantastic as it looks. The 373cc, liquid-cooled single-cylinder engine spits out 39.2 hp at 9,500 rpm and 23.6 lb-ft of torque at 7,100 rpm. To the butt dyno, it felt like it easily could have been more. The motor can be lugged lower into the rev-range for those too lazy to flip through the positively actuated gearbox. On canyon roads, the motorcycle would pull in the low to mid-rpm while still offering a bit more as the Duke climbed to its 10,000 rpm redline. Despite being a 373cc single, vibration isn’t an issue even when spinning at 8,000 rpm while riding at 80 mph.

Suspension components are provided by KTM’s in-house WP suspension. A 43mm fork is used up front with a single progressive shock in the rear. Devoid of adjustability save for preload on the shock, the stock settings are admirable. The suspension is nicely damped while soaking up bumps around town and stiff enough to be compliant once the going gets twisty– the best I have used for a bike around this price point.
ABS is standard, as are the three optional braking modes: Road, Supermoto, Off.
Getting the 362-pound motorcycle slowed down is handled by the four-piston radially mounted ByBre caliper and 320mm single rotor on the front of the Duke. Out back, the 240mm disc and single-piston caliper do a good job of locking things up in Supermoto mode. Supermoto mode, you say? Tell me more!
I have never felt quite as playfully excited on a motorcycle as when riding the 2018 390 Duke. This thing is FUN. Seriously. It looks great. It performs great. It’s a great value. It also inspires a confident playful side of motorcycling that is too often overwhelmed by CCs and price. Commence the hoonery! Bosch 9m+ two-channel ABS allows for three modes: Road (ABS on front and rear), Supermoto (ABS only applied to the front wheel), and Off (no ABS, no problem). Stoppies, rear tire skids, wheelies, the 390 will do it all with ease and look great doing it.
The 2018 KTM 390 Duke is the best mash-up of style, performance, and value I have had the pleasure of riding. It can be an exciting entry-level motorcycle a new rider will not tire of quickly. It can be a great motorcycle for commuting or darting around town. It can also be a fantastic machine for the experienced motorcyclist to go out and embarrass his/her fellow riders piloting much bigger and more expensive machines when the roads become serpentine.  
Would I spend my own money on the 2018 KTM 390 Duke? You bet your ass I would.
Final thoughts? How can I convince KTM and Evans that we need to keep a hold of the 390 Duke a little longer? Hmm, maybe I can find something to compare it to…

In Gear

Helmet: AGV Sportmodular Tricolore $849.95
Jacket: Spidi Carbo Rider $649.90
Gloves: Spidi Carbo 4 $229.90
Boots: TCX X-Street Waterproof $149.99 (no longer in production)
Pack: Kriega R15 Backpack $139.00

2018 KTM 390 Duke

+ Highs

Impeccable Value
Stunning Style
Unadulterated Fun

– Sighs

Dyno chart shows room for improvement in tuning
¯_(ツ)_/¯
Can’t.Stop.Hooning.

 

2018 KTM 390 Duke Specifications

MSRP
$5,299

Engine Type
Single cylinder, 4-stroke

Displacement
373.2 cc

Bore/Stroke
89 / 60 mm

Power
39.1 hp at 9500 rpm (measured)

Torque
23.6 lb-ft. at 7100 rpm (measured)

Compression Ratio
12.6:1

Starter/Battery
Electric starter / 12V, 8 Ah

Transmission
6 gears

Fuel System
Bosch EFI (throttle body 46 mm)

Control
4 V / DOHC

Lubrication
Wet sump

Engine Oil
Motorex Formula 4T

Primary Drive
30:80

Final Drive
15:45

Cooling
Liquid cooling

Clutch
PASC slipper clutch, mechanically operated

Engine Management
Bosch EMS with RBW

Frame
Steel trellis frame, powder coated

Subframe
Steel trellis frame, powder coated

Handlebar
Steel, tapered, Ø 26 / 22 mm

Front Suspension
WP-USD Ø 43 mm, 5.6 inches travel

Rear Suspension
WP shock absorber, 5.9 inches travel

Front Brake
Four piston, radially mounted caliper, brake disc Ø 320 mm

Rear Brake
Single piston, floating caliper, brake disc Ø 230 mm

Abs
Bosch 9.1MP Two Channel (disengageable)

Front Wheel
Cast aluminum, 3.00 x 17″

Rear Wheel
Cast aluminum, 4.00 x 17″

FrontTire
110/70 ZR 17

Rear Tire
150/60 ZR 17

Chain
X-Ring 5/8 x 1/4″

Silencer
Stainless steel primary and aluminum secondary silencer

Steering Head Angle
65°

Trail
3.7 inches

Wheel Base
53.4 ± 0.6 inches

Ground Clearance
7.3 inches

Seat Height
32.7 inches

Fuel Tank Capacity
3.5 gallons / 0.4 gallons reserve

Wet Weight
362 pounds (measured)

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Source: All Bikes news one

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