KTM 200 Duke first UK ride review

We answer the big questions: what'll it do flat-out, will it wheelie and can an experienced rider live with it day to day

Posted: 2 August 2012
by Ben Cope
KTM's 200 Duke ... it looks every bit the big bike
There's no mistaking it. Unless it's parked next to a 125 Duke.
Tight and ultra tidy
I get excited looking at that swingarm
The office
New tyres by MRF. Clean pants by H&M
200 Duke sizes up Hornet 600
Clear clocks offer handy info. 200 miles to a tank is possible.
200 Duke likes backing in
Not sure the same can be said for the MRF tyres
A KTM that allows me to get both feet on the floor? Surely this is some kind of sinister photoshop
Rearsets are clunky
..cleaner-looking ones on the 690 Duke
Grips ... not grippy. Brake lever ... about as adjustable as time itself
You won't be storing much under the pillion seat

The 'youth' getting into biking today are missing out on two-strokes and no matter how good the latest crop of four-strokes are becoming, the power delivery, noise and smokeyness of my TZR125 personified my late teens perfectly: I'd spend hours making a racket and burning two-stroke down countless country lanes, getting shouted at by walkers, getting it wrong on many occasion and steering clear of hedges. But only just.

There, I just thought I'd get that off my chest. I'm not sure the current crop of small-capacity four-strokes evoke that same sense of mischief and adventure. Does that change with the 200 Duke?

The 200 Duke enters the woefully under-populated sub-300cc market with all the subtlety a bright orange, sharp-edged aggressive looking bike bearing a massive DUKE across the tank can muster. Just look at it, I think it looks awesome.

The 200 Duke is almost identical to the 125 Duke; the same chassis, same everything it's just the engine that's different. The 200cc engine has a 72mm bore compared to the 125's 58mm and a 49mm stroke, just 2mm longer than the 125. With a setup like that, you know it's going to rev and rev.

Just like the 125 Duke, the 200 is made in India, then quality-checked at KTM's production plant in Austria before being unleashed on European dealers. Its quality and finish is every bit 'Western' and there are only a couple of hints of its Indian roots - I'll touch on those later.

From six foot away, it looks every bit the big bike, it has a solid stance - the beefy forks, angled tank and intricate swingarm distract you from the tiny motor hidden within.

That changes slightly when you sit on it. It's got that flick-between-your-legs feel of my RS250 and with both feet firmly on the floor I've got plenty of control of its 135kg wet weight.

The view ahead is very KTM, again you'd think you were on a 690 Duke, the switchgear is almost identical, the bars and top yoke are KTM branded and the clocks glow - predictably - orange on start-up.

At just under 6ft, the 200 Duke suits my frame well. You feel like you're dominating a small bike but, importantly, you don't feel cramped. The angled tank adds to the feeling of being in control, my thighs slot under the tanks 'wings' meaning I can keep a looser grip on the bars.

On the go, the 200 Duke doesn't struggle to march through the gears, it has plenty of drive low-down, especially considering its size, but it really likes to rev, peaking at 10,500rpm. It feels like you've got a box of 10 gears all with a very similar ratio. Pulling out of a T-junction and getting up to the NSL, you feed in gear after gear without noticing a great deal of change in the engine note but it isn't shy about racking up the speed.

Now for the important stuff: the 200 Duke bounces off the limiter in 6th at an indicated 85mph (but you'll need to have your chin on the tank and bum on the pillion seat).

An 85mph (indicated) top-end is respectable but 1st gear tops out at 28mph, so 2nd to 5th cover 30mph to 70mph. Perhaps I'm too used to litre-class sportsbikes that have a good 40mph between gears, but the ratios on the 200 Duke feel as tightly packed as Dawn French's corset.

Final drive is 14:43 and I reckon 15:43 would make a decent difference. Let's be honest, you're going to spend most of your time on the 200 Duke trying to get north of 60mph - especially if your commute involves dual carriageways and at 70mph in top, I start to feel sorry for the hard-working single piston and at 85mph I would have forgiven it had it made a bid for freedom. Running a slightly taller gearing might mean you can get over 90mph but more importantly it means you can carry 70mph without feeling like you're maxing-out the motor.

Now, I have to admit I've never heard of MRF, but these are the Indian-spec tyres that come on the 200 Duke. Even the man from KTM raised his eyebrows when he mentioned them. I took it easy at first, but they didn't give any bad feedback even when giving them 17-year-old style enthusiastic abuse.

The MRFs grip well, but they're weird in two ways: when they break traction they don't want to come back and the profile is suicidal. I mucked about pulling a few skids and backing it in and when the rear tyre breaks away, it feels like you're on ice. A decent tyre would generate a bit of heat, grip a bit more and then come back into line - not the MRFs. The profile is fine until the edge where they drop off a cliff. If you can get the chicken strips off your MRF tyres, I applaud you. I sat looking at the front tyre and worked out that in order to scrub the last chicken strips off, you'd have to be upside down.

I didn't get to ride the bike in the wet but I suspect that's where the MRF tyres will give up. Cheap tyres usually do. If you want to become a really good rider, stick with them and fit them again and again, then when you move up to a bigger bike and fit decent tyres no-one will be able to keep up. That I promise.

I'm not slating the tyres but they're definitely an area where you feel KTM have skimped on an otherwise quality product. How much would it cost to fit a decent set of grippy tyres? Not a lot but this time the accountants at KTM won.

The 200 Duke is a lot of fun on country roads. There's a lot going on between 40 and 70mph to keep you interested; lots of revs, lots of gear changes and lots of corner speed. The tighter and twistier the road, the more it feels at home. It's one of those rare bikes that everyone can get stuck into and if you're used to big bhp, you'll love going back to the days where carrying corner speed and looking a mile ahead to plot your next overtakes were crucial weapons in making progress. If you were out with a group of mates all on 200 Dukes, you'd quickly see who's really capable of riding and who's become lazy - you can't rely on an excess of power to make up lost ground.

There's nothing intimidating about the power delivery and the single-cylinder Duke doesn't carry over the lumpy on/off delivery of a larger capacity single.

Although the suspension features WP branding on the forks and that familiar white spring in the rear, it's a fairly budget setup. The bolts holding on the rear shock look like they should be holding together a steel joist. It looks good though that's probably high up the list for any would-be owner.

You'll struggle to tie the suspension in knots at the speeds you can carry on the standard tyres. Fit a set of ultra-sticky race-based tyres and you might start to find the suspension lacking, but in standard trim, it's supple and subtle and doesn't jar over bumps or rebound like a pogo-stick when you come off the brakes.

Talking of brakes, we don't get the Brembos we saw on the concept bikes, but we get ByBre instead. What's that? Well it's Brembo's brand for emerging markets. Lap-record inducing they aren't but they're plenty good enough and backed up front and rear with braided brake lines too. A well-placed Brembo sticker on the front caliper and no-one will be any the wiser..

Over my day of thrashing around country lanes, A-roads, town centres and dual carriageways, the 200 Duke's clocks told me we'd managed 7.1L/100miles, which with its 10.5 litre tank means I'd have got around 150 miles to the tank. It was being thrashed. If you rode it with half an eye on fuel economy, I have no doubt you'd get closer to 200 miles from the tank.

In town the 200 Duke is a doddle: mega steering lock, low weight, light clutch and throttle - what more do you need? You can U-turn it in a single lane and that lack of weight makes it easy to worm your way through impossibly small gaps with pin-point precision.

Component wise, I can think of six things I really like and four I don't: I don't like the cheap hard grips, the rearsets look like they're designed for a cement mixer. The tyres seem a cost-saving too far, finally there's no underseat storage.

I like the swing-arm - it looks factory, the braided brake lines are a nice touch, the clocks are clear and offer great functions including fuel economy, average speed, distance to the next service. The brakes might offer a designer label but they're strong without being intimidating and I love the click-down sidestand which pops into place and stays there when you're two-thirds of the way down the stroke. Finally I like the ultralight-action throttle. KTMs have a throttle that feels like you need to arm-wrestle it open and then it's always eager to snap shut. The 200 Duke's is light, but remains precise.

If I bought one, I'd change a few things. Firstly, the grips - they have the feel of the ones you get on the Manx TT superbikes games on the ferry; rock hard and built to last. A set of Renthal soft grips would make a difference. I'd change the tyres, it's a shame Michelin's Pilot Road 3 aren't available in sizes to fit the 200 Duke but Metzeler's Z8s are and I'd rate these over the standard MRFs. The brake lever looks like something off a Halfords-own BMX, I'd want a bit of adjustability in the span, perhaps something from ASV. As already mentioned, I'd play around with the gearing. Perhaps one tooth bigger on the front sprocket, or two smaller on the rear sprocket and to help that taller gearing - although the stock exhaust is very cute - I'd ditch it for something that does that diddy-single cylinder justice.

The 200 Duke might be small in capacity but it's big on fun. Although it's not quite the manic two-stroke I had when I was younger, it's a serious package that's perfect for novices to learn their trade on. If I was commuting in the city, it would fit the bill perfectly, but experienced riders would find it lacking in grunt on the open road.

These small capacity bikes seem quite expensive. A Honda CBR125 is £3,400, a Yamaha YZF-R125 is £4,300.

At £3,995 the 200 Duke is just £200 more than the 125 Duke and considering it's got 60% more displacement and at least 60% more thrills, I'd say it's a bargain.

Previous article
First Ride: Honda CRF250L review
Next article
2012 Suzuki Hayabusa review

ktm 200 duke, ktm 200 duke for sale, ktm 200 duke price, ktm 200 duke top speed, ktm 200 duke wheelie, ktm 200 duke uk, duke 200 wiki

Discuss this story

Shame about the gearing and fuel economy. I was interested in one these as a commuter but the poor fuel economy (new CRF250L is way more frugal on the juice) and the fact it is just about £1,500 (1,170 lakh I believe) in India has turned me off. It might make a great bike for a trip round India though. A bit different from a Bullet or Pulsar...

Posted: 02/08/2012 at 16:01

This is a great bike. I have had it for nearly 3000 miles in India and don't have much to complain about. For our crowded streets packed with undisciplined road users, this is the perfect weapon of choice. I haven't found the tires wanting even in the wet but the chicken strips are quite frustratingly placed to take off! Gearing can definitely be adjusted though it just may take the edge off more than I would like. Highway bursts, touring or daily commuting hasn't been so much fun in a really long time and I wish British riders the same kind of fun I have had in the last 4 months!

@thoppa, most bikes imported into India are more than double their price as compared to Europe or the US and considering this one beats more expensive bikes like the CBR250R on a race track (even though this is a naked) and is way more fun in the city than anything else in that segment, its an absolutely a value for money proposition.

Posted: 04/08/2012 at 05:23

I own one and am from down South India. You are right about the tyres. They suck big time, And its the worst when it rains. What's sadis that it rains a lot over here. Its like for 6-7 months of the year and the tyres force you to go slower than a moped on curves.

Posted: 04/08/2012 at 05:41

Imported bikes cost a lot more cost of the import duty. I'm not talking about that.

The CRF250L costs £2,600 in Thailand, where it is made. That's £1,000 more than the KTM in India. If you check prices on websites, for example Hong Kong, the KTM costs HK$49,900 and the Honda HK$53,800. That's about £300 difference. So really, the KTM should cost around £700 less in Hong Kong; both bikes are subject to the same duty etc. the only difference is shipping but you can check out UPS shipping cost for a 2m x 1m x 1m package up to 150kg to see that doesn't explain the big difference.

All this information is readily available on the internet so go ahead and check it out for yourself. I really like KTM, having owned a 640 SM for a couple of years, but this kind of pricing policy has really turned me off the brand. Plus the fuel economy seems to be the same as a 400cc bike, not a 200cc. No doubt if they change the gearing they could get better economy but then it'd feel slow.

Honestly, you could fly from the UK to New Delhi, buy the KTM, have a 1 month touring holiday (to check it is okay) and the get UPS to fly it back to the UK, pay the tax and register it, and that'd still cost you less than walking into a dealer in the UK to buy one, and be far more fun to boot.

Posted: 04/08/2012 at 10:37

Haha, sounds like a viable solution. You should just visit India, take the baby Duke to the Himalayas and take it back home! I believe it will be a great vacation without a doubt!
I don't doubt your costs- we in India are used to grumbling about high prices all the time. Even with a favorable trade treaty with Thailand, we still pay somewhat of a premium for the Ninja 250 here. I think the logic for the high pricing for the Duke in UK/EU is the cost of shipping to Austria for further QC and then the cost of shipping out from there. I believe the Dukes are shipped directly to the Asian markets if I am not wrong and thus, they cost a bit less but not terribly so. We don't have the CRF here but since I am not big on "dual-sports", I would still pick the KTM as a mini streetbike. I am just bitter that neither the 200 nor the 690 is on sale in the US where I move soon!

Posted: 04/08/2012 at 11:54

Yeah, I think I will do it in fact - my next summer holiday. There is a KTM dealer very close to the airport in New Delhi, and I've always wanted to do the Jaipur fortress - Agra Taj Mahal - Delhi triangle... and I should have plenty of time to get down to Goa too. Do you think the bike will be safe or will I need some decent security to stop it being stolen ? How easy is it to get motorbike insurance in India ? I've been round Sri Lanka on a Honda Benley, and also around Nepal on a 175 dirt bike, but they were knackered old local rental bikes, so I didn't even ask about insurance. I used my international driving licence in Nepal, but for Sri lanka I had to get a temporary local licence. Do I need to get a temporary Indian licence ? Thanks for your help ! If you don't know know, no worries. Lonely Plant is great for this kind of info. Enjoy your KTM !

Posted: 05/08/2012 at 08:29

If you can, you should. By next summer the 350 may just show up! Before attempting to buy one from here, read up on the documentation that is required. It can get a bit tricky. Also I feel some parts do get changed before they arrive in the UK- which gets added to the cost perhaps (it's just conjecture on my part). A snazzy looking orange bike will attract a lot of attention anywhere, especially in India- a disc lock alarm does the trick and this can be stored under the tiny pillion seat. I think UK riders will have the option of the electronic alarm system which is really expensive for us to import into India- but it would be worth it. Insurance is pretty easy to get but am not aware of how it works for internationals. You will need a international driver's permit to ride in India. That's all.
I have been on the saddle for more than 6 hours straight without a hint of pain in the backside or my arms- I have no doubt about this bike being a able tourer in India where maintaining 60mph on most highways for more than 5 minutes would be nearly suicidal. But this KTM is undoubtedly at home in the city or in the twisties.

Posted: 06/08/2012 at 08:31

Thanks for the tips !

Posted: 06/08/2012 at 17:18

i was sort of curious about the ktm 200 since it was announced, with some interest in a possible buy, but since reading the road test i dont think i'll bother. it seems 50% ok and 50% not ok and i for one am not prepared to gamble with those odds. i'll go back to looking for some of my original idea's. M.J.M.

Posted: 15/08/2012 at 09:49

I'll hang out forthe 350 thanks.

Posted: 21/08/2012 at 20:07


I am a beginner motorcyclist from South India. I am planning on purchasing a KTM Duke 200 shortly. Would it be a nice deal for a beginner? I hardly do any long distant stints on motorcycles but I commute a lot within the city and occasionally in the suburbs which has nice winding roads so that it's good to lean down and corner.

Your concerns about the tires make me feel a little apprehensive about my idea of getting this Duke. Here in South of India, the warranty will get null and void if the tires are changed. Does it really bother in wet conditions within the city? Will it aid in cornering, at least a bit, during wet days?

Please lend some insight. It would be of great help.


Posted: 26/11/2014 at 14:46

7.1 litres for 100 miles is ... 64mpg. That's pretty terrible, down into the economy car region (and said car would be nipping at its heels all the way). Even adding an extra third like you estimate only brings us to 85mpg, which is in line with what's claimed by its heavier 250cc rivals.

The gearing is probably largely to blame, do we think? If it's hitting the limiter at an indicated 85 and revs to 10500rpm, then it's not much higher geared than my CG125... which last time I pointed it down a steep motorway hill, did my best superman impression, and streamlined a fast moving 4x4 with the benefit of a strong tailwind, seemed to suddenly plateau at 81 on the clock. If I changed my gearing by one or two teeth it'd match that of the 200, so little wonder it's drinking.

Given the difference in capacity and power output I'd say you could probably make a rather more radical change to the final drive without badly affecting the acceleration. I pull nearly 25 in first, and the KTM has more than twice my power and 60% more capacity (with presumably a corresponding increase in torque). Be bold and add a good 20-25% (similar to the gap between 4th and 5th gear on a car) and see what happens. You might now only be able to hit its ultimate Vmax in 4th instead of 5th, but I bet that'll actually be higher than before, first and second won't be too badly affected, and fifth will be much nicer to cruise in... (reducing revs at 70 from about 8650 to somewhere a little above or below 7000)

Quite why they geared it so low in the first place is puzzling, though. That's a pretty archaic way of approaching the issue. No effective overdrive whatsoever. Even the old Honda I'm using for comparison here just about gets to the bottom of its peak power plateau at the official top speed and doesn't go out the top of it unless you remove the wind resistance and add a bit of gravity-assist, which is why I've kept the stock ratio* on it... instead of being basically at the red line (and thus probably at the very, very top of its useful power band) at the rated Vmax...

(* OK, it's got a replacement engine on it, which came with an offroad spec internal box, which meant I had to fiddle with the final drive to make it more useful for on-road use instead of running out of puff at 20 in first and redlining in the high 60s in top, but the end result is basically stock-CG. I just suck it up and cruise at 55-60ish instead of thrashing too hard.)

Posted: 19/05/2015 at 16:04

Talkback: KTM 200 Duke first UK ride review

Busiest motorcycle review conversations