It’s no surprise when it comes to building single-cylinder engines KTM knows what it is doing. In a range that has grown out to nearly 50 models since the brand’s rebirth in the early 90s, KTM has four main powerplant platforms across the entire range.

At the top of the power stakes is the big-capacity V-twin LC8, followed by the 690cc single-cylinder LC4, the two-stroke and four-stroke off-road engines. These engines cover various genres and capacity machines from two-stroke kid’s minibikes to 1300cc adventure tourers and 690cc nakedbikes to V-twin superbikes.

Despite this extensive range, there was an obvious gap in the KTM range and that was in small capacity road bikes. With nearly homogenous licensing rules on entry-level motorcycles existing across most major markets, the boom of mid-capacity, economical and inexpensive motorcycles has been increasing of late.

Image: Alex Gobert.

KTM got into this market segment with the 125 and 200 Duke through a relationship with India’s Baja Auto a few years ago. Designed by KTM and built by Bajaj, the world’s third biggest motorcycle producer, the Duke’s were a quality machine and a great sales success for KTM from the get go.

Around the same time, Kawasaki lifted the bar in the entry-level market with the Ninja 300. It was an immediate sales success in most major markets, and it has seen Honda and Yamaha follow with machines of similar capacity that have yet to be released.

KTM has got the jump on the chasing pack with the 390 Duke. Despite being a single-cylinder machine, it still pumps out one of the best power to weight ratios of all the learner-approved machines on the market.

KTM builds some of the best-performing single-cylinder machinery, so it is no surprise the 390 engine is as good as it is. They alos make some very light and good handling chassis, so again it’s no surprise at how good the little Dukes are.

Image: Alex Gobert.

The engine is a light, dry-sump single with a four-valve head and six-speed gearbox. The design is similar to the 690cc LC4, but the unit is more tightly packaged and simple in overall design, though it shares many of the design features like a double overhead camshaft, DLC finger followers, Nikasil bores and forged piston.

There’s been careful consideration to reduce reciprocating weight and friction inside the engine to produce a fast-revving engine that is also quite efficient. With a tad less power than a 350EXC-F, the Duke takes a small build up of revs to move with any urgency.

Once it is revving though, it is highly responsive to throttle input. This characteristic of the engine is one that less experienced riders wont know they appreciate at slower speeds and one that more experienced riders will use and enjoy.

There’s plenty of punch out of the Duke for overtaking at freeway speeds, and you need the tacho to read over 5000rpm before anything happens in a hurry. Below this rev range, in every gear in the six-speed box, engine response is mild and manageable for any rider.

There is too much lag in throttle response at slow-speed to make tricky situations as easy as they could be. But it’ll teach you how to use the throttle, clutch and brakes together – a vital skill for any rider!

Image: Alex Gobert.

Being an entry-level machine, engine function is imperative to the model’s success but perhaps not so much as ergonomics. New riders need to feel comfortable and encouraged by a machine’s proportions and the Duke’s compact package does this very well.

The proportions of the Duke’s ergo triangle put you in a neutral body position with a short reach to the wide handlebar. Well, the handlebar might not be wide but it certainly feels it across the Duke’s lithe mid-section.

The seat height is a measured 810mm but feels smaller thanks to the small width of the bike at the footpegs. If you are shorter, don’t be put off by the measurements and try it for yourself. Taller riders will feel uncharacteristically comfortable on the small machine.

Although this machine is a price-point competitor in the entry-level market, the chassis and its componentry is top-notch stuff like WP, Bosch, Brembo and Metzeler. The package makes for a razor-sharp handling package with excellent braking and great suspension compliance in various conditions.

The suspension is dialed in for riders lighter than the average adult male, and is compliant at speed, and on the plush side in aggressive, slow-speed situations. There’s preload adjustment at the rear and after riding every type of scenario from CBD commutes to country backroads, it’s going to be plenty of adjustment for most riders.

Image: Alex Gobert.

The brakes are Brembo’s small-capacity brand ByBre and are mated to Bosch’s latest ABS system. It’s a class leading ABS system and a very impressive system to have on an entry-level motorcycle.
Not only does the Duke look every part the baby brother of the 690, the level of quality and finish of the Duke is excellent.

Built outside Austria, you can forgive people for thinking otherwise – the level of build finish is more European than mass-production. This is no doubt a big factor behind the sales success the 390 is having at the moment.

But you can’t go past the fact that the 390 Duke is an excellent all-round package. Along with the rider-friendly ergonomics, handling and engine characteristics, the 390 Duke is potentially a machine that riders will hang on to once they have their full licence.

As much as it is an entry-level motorcycle, experienced riders will revel in its sharp handling and high-rpm engine performance cause it makes riding at road legal speeds a heap of fun! Best of all is the fact that the 390 Duke is priced as good, if not better, than all of the entry-level motorcycles on the market.

Specifications

Capacity: 375cc
Power: 32kW @ 9500rpm
Torque: 35Nm @ 7250rpm
Weight: 139kg (without fuel)
Seat height: 810mm
Price: $6995
Contact: www.ktm.com.au