New KTM 390 Duke : KTM quietly bumped up the 390 Duke’s price tag for the third time this year, and it’s getting harder to call this an “affordable” performance bike anymore. The 2025 model now starts at ₹3.11 lakh ex-showroom, almost ₹15,000 more than what early buyers paid just six months ago. My dealer buddy in Pune claims it’s due to “rising input costs and currency fluctuations” – that classic excuse manufacturers trot out whenever they want more cash. Despite this, waiting periods have actually increased to 6-8 weeks in major cities, suggesting demand remains strong despite the premium pricing. KTM’s biggest challenge now comes from Triumph’s Speed 400, which undercuts it by nearly ₹30,000 while offering similar performance wrapped in a more retro package. The value equation is getting trickier, especially since KTM’s once-revolutionary features have been matched or exceeded by newer competitors.
New KTM 390 Duke That Engine – Still The Heart And Soul Of The Beast
The updated 399cc single remains an absolute gem that defines the Duke experience. With 45 horses and 39Nm of torque, it’s still among the punchiest sub-400cc engines you can buy. What numbers don’t convey is how this engine delivers its power – raw, immediate, and with a soundtrack that makes every ride feel like a qualifying lap. Compared to the older 373cc motor, this one’s got noticeably better mid-range grunt, reducing the need to constantly dance on the gearshift for urban riding. The quickshifter now works smoother than before, though still not as slick as Japanese offerings. One annoying quirk persists – cold starting on chilly mornings produces a rough idle that takes a good 2-3 minutes to settle down. My mechanic friend claims it’s just “character,” but I’m pretty sure that’s code for “we couldn’t be bothered to fix it properly.”
Handling Dynamics – The Flickable Hooligan Machine
Throw the 390 Duke into corners and it responds with the eagerness of a puppy chasing a tennis ball. The revised chassis and suspension setup has addressed the twitchiness that plagued earlier generations without sacrificing agility. At 171 kg wet, it’s still a lightweight by modern standards, making city traffic slicing effortless. The WP Apex suspension strikes a better balance between sporty handling and everyday comfort than before – I actually completed a 300km day trip without requiring spinal surgery afterward. One subtle change riders will appreciate is the revised steering geometry, which makes low-speed maneuvers less tiring without sacrificing high-speed stability. That said, the stock Michelin Road 5 tires feel like a step backward from the previous Continental offerings – they’re quieter and last longer, but sacrifice some outright grip, especially in wet conditions.
Electronics Package – Finally Catching Up To The Big Boys
The 2025 model finally brings the electronics suite that competitors have offered for years. Cornering ABS, lean-sensitive traction control, and multiple riding modes actually work as advertised, making this a genuinely safer bike without neutering the fun factor. The 5-inch TFT display is bright enough for sunny days and the interface is mostly intuitive, though some functions require too many button presses to access. Bluetooth connectivity enables turn-by-turn navigation and music control, though the app occasionally disconnects for no apparent reason. My favorite feature is actually the simplest – that USB-C charging port near the handlebar that means I never arrive with a dead phone anymore. One software quirk that annoys me – if you stall the bike (hey, it happens to everyone), the electronics take a full 10-15 seconds to reboot completely after restarting.
Comfort Levels – Still Not A Long-Distance Tourer
Let’s be honest – the 390 Duke was never designed for cross-country comfort, and the 2025 model doesn’t change that fundamental equation. The seat, while improved with better padding, still transforms into an instrument of torture after about 90 minutes in the saddle. The riding position remains aggressively forward-leaning, keeping weight on your wrists during longer highway stretches. Wind protection is basically non-existent, making sustained speeds above 110 km/h a neck-straining exercise. That said, for its intended purpose – spirited city riding and weekend canyon carving – the ergonomics make perfect sense. The narrower tank makes it easier for shorter riders to flat-foot at stops, and the wider handlebars provide better leverage for throwing the bike into corners. If touring is your priority, look elsewhere or budget for significant modifications.
Build Quality – Austrian Design, Indian Assembly
KTM’s fit and finish has improved dramatically over the years, but some inconsistencies persist in the 2025 model. Panel gaps are generally tight and paint quality exceeds expectations, particularly on the gloss black sections. Switchgear feels properly premium with positive tactile feedback, and the adjustable levers are a nice touch at this price point. The LED lighting package is excellent, with a headlight that actually illuminates the road properly – a rarity in this segment. However, look closer and you’ll find some rough edges – literally. The welds on my test bike’s exhaust weren’t consistently finished, and several owners on forums report buzzy mirrors that loosen over time. The side stand still uses that annoying safety feature that kills the engine if engaged – logical for beginners but frustrating for experienced riders during quick stops.
New KTM 390 Duke Ownership Experience – The Hidden Costs Nobody Talks About
The 390 Duke’s performance credentials come with some financial caveats that salespeople conveniently forget to mention. Service intervals are short at just 5,000 km, and costs typically run between ₹5,000-7,000 for minor services and north of ₹10,000 for major ones. Tire wear is aggressive, with rear rubber typically needing replacement around 15,000 km if you ride with any enthusiasm. The stock chain and sprocket set rarely lasts beyond 20,000 km, earlier if you’re neglectful about maintenance. Insurance premiums run higher than comparable Japanese machines due to the “performance” classification. That said, KTM’s service network has expanded significantly, making scheduled maintenance less of a hassle than it once was. The most improved aspect might be parts availability – previously a major headache, most consumables are now stocked at dealerships rather than requiring weeks of waiting.