The coolest sub half-litre bike on the market?

Not the 125 or 200...

Slim, low and light - inspires confidence

Agile little nipper

LET'S be honest: 180 bhp bikes are not for everyone. Not for me, anyway. Besides the fact that I couldn't possibly convince even one bank manager in the country to sign off on a loan for one, I doubt I would keep it rubber side down, or my licence clean, long enough to make it worthwhile.

Point is, nuclear weapons are all but obsolete. Yes, you still need to have them, but you're not really going to use them, are you? A few smart missiles, or heck, a bunch of rocket-propelled grenades, seem to do a pretty good job of blowing stuff up too. 

Back in 2011, when I first heard a KTM 350 Duke was on the cards, I loved the very idea of it. A 350cc street bike with maybe 35-40 bhp, light, agile, loud and fun (KTM don't do quiet or boring). I immediately bookmarked the Duke as one for the future shopping list, but was gutted to hear that they were then intended only for the Asian market. 

But in the post-recession era, one zillion horsepower at prices that few people can afford is not the winning formula anymore. As this realisation has dawned on manufacturers and punters alike, you now have something like eight or nine models in the 250cc-500cc segment, where just a few years ago you had none at all.

So when the boys in Austria confirmed that a 375cc Duke would be sold in Europe and the UK, evidently on the strength of expected demand, I immediately flicked my mental pages back to that bookmark. Oh yes - still very desirable.  

KTM is an increasingly major player, with sales last year at 107,000 units, exceeding that of BMW. Their 32% growth over the preceding year is largely down to the success of the 125 and 200cc Dukes, especially in India - where they are built - and other developing markets. 

Now filling the gap in their range between the 200 and the 690 comes the eagerly-awaited 390 (the moniker reflecting ease of nomenclature rather than the actual engine capacity) - the perfect size for an urban-oriented bike that's powerful and light enough to be fun on Sundays and Mondays, plus cheap enough to buy, insure and fill-up in the real world. 

The 390, like its smaller siblings, is built by Bajaj (which owns a 47% stake in KTM) over in India and - as KTM took pains to emphasise - then quality-checked in Austria before being despatched to dealers. The build quality of the 125/200 has not proved problematic, and there is no reason to imagine that the 390 will turn out any different. 

The 390 is also visually identical to the 125/200, with only different paint and stickers to separate the bikes in the parking lot. KTM couldn't control its urges to splash buckets of bright orange paint over everything, with the cool black wheels seen in the early pictures giving way to trademark orange hoops. Dunno about you, but I prefer the black ones; the orange trellis frame is enough colour for me. This much orange on one bike seems a bit look-at-me wannabe. But it's a KTM thing, eh… (insert shrug here).

When you swing a leg over the 390, it feels reassuringly narrow and low (the firm seat is actually 10mm lower than the 200's), yet substantial enough to excite. Wide bars push your elbows out, and between them is a simple, square instrument display offering up a lot of digital information, including fuel readings, trip, clock, fuel, even 'side stand down' warning text. So far, so 125-and-200. 

The major functional differences are revised suspension, better tyres and the bigger engine, and to experience all these you need to get going. Thumb the starter, take in the 'yep, definitely audible' engine note, pull the light clutch in, and snick into first. 

At just 12 kg heavier than the 125 (or 9.5 kg more than the 200), but with 44 bhp instead of 15 (or 25), this thing was bound to be a flier. And it is. The 390 feels at least as quick as Honda's new 500 twins (which do 0-60 in five-ish seconds), despite the difference in capacity, number of cylinders and horsepower, thanks to the fact that at just 139kg, or 150kg fully fuelled with 11 litres, it is some 20% lighter, and packs 293 bhp per ton to the Hondas' 242. 

The revvy single feels like it can go on and on, and indeed, urges you to see for yourself. The engine doesn't feel stressed or strained or too vibey, it just keeps making more power and speeds up the world, until the limiter kicks in at 10,500 rpm. The gearing is well spaced, not as short as the 200's, which feels constricted in comparison. While a tall sixth gear and the day's conditions did not permit hitting the stated top speed of 100 mph, top speed is of far less relevance than how you get there. The Duke just loves staying above 5-6,000 rpm and hustling in the 60-80 mph zone, which is where the best country road action is.

The rainy afternoon's riding in Northamptonshire included a lot of quick backroad riding and some fast A-road stints, but also some pottering in town and multiple passes for photos, and the bike had been presumably caned by other journos in the morning session. At the end of it all, the fuel consumption readout on the display was nine litres per 100 miles, which works out to 50.4 mpg.  This seems reasonable in the context of the 200cc Duke giving 63.9 mpg when Visordown thrashed, er, tested it. That said, the 390's tank seemed roughly about one-third full after a trip reading of 90 miles, which is more like 60-65 mpg. Anyway, I reckon owners will achieve figures closer to KTM's claimed 80 mpg. It's all in the wrist…

The 390's suspension (WP 43mm USD front forks and WP rear shock) has been beefed up and the damping revised, giving it the ability to smooth out patchy road surfaces and jump breakers without making you feel sorry for the bike, but is still stiff enough for sufficient feedback. 

The hard-wearing Indian MRF tyres on the 125/200 have been replaced by stickier Metzeler M5 Sportec rubber (110/70 front, 150/60 rear), which markedly increase the 390's handling performance envelope. It's a pleasingly agile bike, and though our session was wet, remained very planted throughout. In town, the 800 mm seat height, light clutch action, generous torque and compact turning radius make it a bike you can live with happily. 

With a 300mm disc up front clamped by four-piston ByBre (Brembo's budget brand) calipers, the new Duke's braking is strong and progressive enough for the class, though you may need to use an extra finger in a hurry. As with the 125 and 200, ABS comes as standard on the 390, and this is only a good thing, as I discovered when at one point on our route there was suddenly a load of mud all over the road. If you're the sort who likes to have a play, you can switch off the ABS via a not very prominent button to the lower left corner of the console. 

The stock 390 is not A2 licence compliant, but KTM says that a 1.5-bhp-reducing remap from your local dealer will make it nice and legal for A2 noobs. For those determined to have a bike like no other, KTM offers loads of cosmetic and performance accessories, from graphics and, uh, illumination kits, to a slip-on Akrapovic silencer and Z-ring chain and sprocket (in orange of course). And if you want a sports 390 clad in a full fairing, well, KTM has something for you later this year. 

On the whole, the KTM 390 Duke is a sweet little bike. Maybe not something you'd put a poster of up on your bedroom wall, but, more satisfyingly, something you could happily put in your garage. Practical, cheap, cool and fun, for an MRP of £4,500 - only £500 more than the 125 Duke and £300 more than the 200; and £700 less than the Ninja 300 ABS - it's one of the best bargains going right now. The CB500F is £150 more, near enough to consider and certainly worth a test ride, but the fun factor swings towards the Duke. I would cheerfully buy this bike with my own money.

250 units have been allocated to the UK, and I'd imagine they will sell like RPGs to insurgent rebels. Viva the revolution!

Add a KTM 390 Duke owner review or join the discussion.

MotoGP World Championship Standings after Round 4, Le Mans

1. Dani Pedrosa     Repsol Honda Team     83     
2. Marc Marquez     Repsol Honda Team     77
3. Jorge Lorenzo     Factory Yamaha Racing     66
4. Cal Crutchlow     Monster Yamaha Tech 3     55
5. Valentino Rossi     Factory Yamaha Racing     47
6. Andrea Dovizioso     Ducati Team     39
7. Alvaro Bautista     Go&Fun Honda Gresini     38 
8. Nicky Hayden     Ducati Team     35
9. Aleix Espargaro     Power Electronics Aspar     20
10. Andrea Iannone     Energy T.I. Pramac Racing     18
11. Stefan Bradl     LCR Honda     17
12. Bradley Smith     Monster Yamaha Tech 3     17
13. Michele Pirro      Ducati Test Team     13
14. Ben Spies     Ignite Pramac Racing     9
15. Hector Barbera     Avintia Blusens     7
16. Randy De Puniet     Power Electronics Aspar     6
17. Danilo Petrucci      Came IodaRacing      4
18. Michael Laverty      Paul Bird Motorsport    3
19. Yonny Hernandez     Paul Bird Motorsport     3
20. Karel Abraham      Cardion AB Motoracing            1
21. Colin Edwards      NGM Mobile Forward Racing      1
22. Hiroshi Aoyama     Avintia Blusens     1

DANI Pedrosa today (19 May) took his second win in succession in typically difficult wet conditions at Le Mans for the French round of the MotoGP World Championship. He crossed the line with a comfortable lead of almost five seconds from Britain’s Cal Crutchlow, who put in his best ever MotoGP performance despite carrying a fractured tibia from a nasty accident in qualifying.

It was Ducati rider Andrea Dovizioso who appeared to have the early pace, leading off the line at the only circuit where Ducati has had consistent success in recent years. For much of the race he would swap positions with Pedrosa for the lead, but ultimately as the track dried the Italian could do nothing to hold off the ever-improving Crutchlow, and hard charging 20 year-old Spanish wonder-boy Marc Marquez.

It looked to be a harsh return to reality for Marquez after a fairy tale opening to his maiden MotoGP campaign. The Honda rider slipped down the order in the opening laps and really struggled to find grip and speed in the wet conditions. As the track dried, however, he found his rhythm, and was by far the fastest man on-track in the last few laps, closing down first Hayden – who also had a strong ride on the factory Ducati, and then finally Dovizioso who put in a great performance but once again couldn’t maintain podium-winning pace for a full race distance.

It was a day to forget for the Factory Yamaha team, as reigning MotoGP world champion Jorge Lorenzo faded dramatically after briefly running in second position, ultimately crossing the line in seventh, while Valentino Rossi crashed out of fourth place on lap 17, but re-joined to pick up just four championship points in 12th.

If Crutchlow’s superb second place wasn’t enough for British fans – Scott Redding also took his best ever result in Moto2 today, winning his first race in the class as all of his main championship rivals crashed out. He now leads the Moto2 standings by 24 points.

MotoGP race results from Le Mans, France

1. Dani Pedrosa ESP Repsol Honda Team (RC213V) 49m 17.707s 
2. Cal Crutchlow GBR Monster Yamaha Tech 3 (YZR-M1) +4.863

3. Marc Marquez ESP Repsol Honda Team (RC213V) +6.949
4. Andrea Dovizioso ITA Ducati Team (GP13) +10.087
5. Nicky Hayden USA Ducati Team (GP13) +18.471
6. Alvaro Bautista ESP Go&Fun Honda Gresini (RC213V) +23.561
7. Jorge Lorenzo ESP Yamaha Factory Racing (YZR-M1) +27.961
8. Michele Pirro ITA Energy T.I. Pramac Racing (GP13) +40.775
9. Bradley Smith GBR Monster Yamaha Tech 3 (YZR-M1) +41.407
10. Stefan Bradl GER LCR Honda MotoGP (RC213V) +1:00.995
11. Andrea Iannone ITA Energy T.I. Pramac Racing (GP13) +1:05.110
12. Valentino Rossi ITA Yamaha Factory Racing (YZR-M1) +1:16.368
13. Aleix Espargaro ESP Power Electronics Aspar (ART CRT) +1:24.200
14. Danilo Petrucci ITA Came IodaRacing Project (Suter-BMW CRT) +1:25.726
15. Karel Abraham CZE Cardion AB Motoracing (ART CRT) +1:32.111
16. Colin Edwards USA NGM Forward Racing (FTR-Kawasaki CRT) +1:40.602
17. Michael Laverty GBR Paul Bird Motorsport (PBM-ART CRT) +1 Lap 
18. Hector Barbera ESP Avintia Blusens (FTR-Kawasaki CRT) +1 Lap 
19. Hiroshi Aoyama JPN Avintia Blusens (FTR-Kawasaki CRT) +1 Lap 

DNF:
Yonny Hernandez COL Paul Bird Motorsport (ART CRT) +8 Laps
Randy De Puniet FRA Power Electronics Aspar (ART CRT) +13 Laps
Lukas Pesek CZE Came IodaRacing Project (Suter-BMW CRT) +13 Laps
Claudio Corti ITA NGM Forward Racing (FTR-Kawasaki CRT) +21 Laps
Bryan Staring AUS Go&Fun Honda Gresini (FTR-Honda CRT) +27 Laps