2024 KTM 390 Duke First Ride

[Hugh Janus]

KTM’s 2024 390 Duke is a hoot on twisting mountain roads. (KTM/)

If there’s one major manufacturer that irrefutably looks out for the kids, it is KTM. For the Austrian factory, its entry-level machinery is every bit as important as its range-topping flagships. Big or small, a KTM has to be “Ready to Race.”

It’s a philosophy that works. KTMs look young and feel young, and the smaller-capacity bikes aimed at new riders generally have a sporting authenticity.

Just like the 990 Duke and 1390 Super Duke R Evo, the 390 Duke gets a refresh for 2024. (KTM/)

For 2024 the Duke and Super Duke range of sporting nakeds get a refresh, and it’s therefore no surprise that the enduring, entry-level 390 has been lavished with as much attention and development as its big-cube siblings. There’s a distinctive new frame, a much-modified LC4c single-cylinder engine, and sharper looks, including a redesigned LED headlight pattern that will present a new-look face across the whole range.

As ever, KTM’s targets for this “90 percent new” model were more power and more agility. Bigger bangs, sharper handling. Starting with those bangs, capacity of the LC4c has gone up from 373cc to 399cc via a 4mm-longer stroke (though, in keeping with the larger redesign ethos, the cylinder head is more compact than before). Peak power is up fractionally from 43 hp to 44.3 hp (thus staying within European A2 license regulations) but arrives 1,000 rpm earlier at 8,500 rpm, while peak torque is up to 28.8 lb.-ft. at 7,000 rpm from 25.8 lb.-ft. at 7,250 rpm.

Related: Beginner’s Guide To Motorcycles

A new LED headlight is similar to those found on the larger-displacement Dukes. (KTM/)

On the street those numbers translate to extra punch. The new 390 is notably lively off the throttle but also spins with a new fluidity, making its speed without the need to go to the rev limiter. Cruising at 80 mph is now more relaxed, while around town, at lower revs, it’s supersmooth for a single, purring like a kitten as it darts between columns of lumbering cars.

Engine

It’s a sweetly balanced unit, the LC4c, and between 4,000 rpm and 8,000 rpm is, for its 399cc—seriously flexible too, generating midrange drive strong enough to surprise the usual Sunday afternoon warriors. And if the mood takes you—and let’s face it, kids will be kids—the hard-working single doesn’t object to being revved out to the limiter in each gear. The six-speed gearbox could be slicker but with the rider tucked an indicated 106 mph is easily accessible, possibly a little more in favorable conditions.

Annoyingly the Quickshifter+ fitted to our test machine is only an optional extra, but in line with KTM’s ethos of loading its smaller bikes with the unruly credibility of their larger siblings, the 2024 KTM 390 Duke does come to market with lean-sensitive rider aids, traction control, and ABS, plus launch control and a pit-lane limiter. Admittedly the latter is more likely to be used in speed-restricted zones than at Laguna, but the cornering TC and ABS are genuine assets for newer riders. For the more experienced, the rider aids can be turned off (a Supermoto ABS setting allows you to lock the rear but still have ABS active on the front) because KTM wanted the Duke to be both fun and safe.

Lean-sensitive TC and ABS keep the smallest Duke moving in the right direction. (KTM/)

There are three riding modes to choose from: Track, Sport, and Rain. These can be selected on the move and are clearly shown on a smart new 5-inch TFT dash. Track mode changes the dash’s layout to a clutter-free race display and sharpens the throttle response. Most of our road-only test was spent in the smoother and more rounded Sport mode, and with the TC off, was able to admire the torquier new 390′s ability to wheelie.

Chassis

KTM claims the 390′s revamped chassis gives better torsional rigidity and feedback than the older machine. That’s thanks to a new steel trellis frame that’s noticeably slimmer than before and a new cast aluminum subframe. New wheels are 9.5 pounds lighter than before (what, we wonder, were the old rims made of?) and with a full tank of gas, the 390 remains at a featherweight 364 pounds overall.

New wheels cut nearly 10 pounds from the 390 Duke’s unsprung weight. (KTM/)

The original 390′s banana-style swingarm returns, while higher-spec WP Apex suspension adjustable for both rebound and compression at the front, and for rebound and preload at the rear, replaces the nonadjustable units of the outgoing 390.

The rear shock is adjustable for preload and rebound. (KTM/)

Brakes retain the 2023 bike’s single, radial-mount four-piston ByBre caliper with a 320mm disc at the front and two-pot caliper paired to 240mm disc at the rear, although both are relocated to the right side of the machine for styling purposes.

Handling

Out in the stunning hills near Malaga in southern Spain, the chassis updates are as obvious as those to the engine. The Apex fork generates sporty feedback and control, and performs well above the bike’s sub-$6,300 price tag. That new side- and directly-mounted shock feels a little firm at the bottom of its stroke, something exacerbated by a thin seat.

A thin seat does wear on the rider fairly quickly—this is not a touring motorcycle, no doubt. (KTM/)

The steering is, of course, supremely light, the turn-in to the apex so quick and accurate—so addictive on twisty asphalt!—you begin to wonder why anyone bothers with bigger, heavier machines. Crucially, the 390 is reassuringly stable at speed, and not at all flighty like some lightweights can be. Michelin Power 6 tires are a solid choice of rubber, but fit some sticky racetrack tires and the 390 Duke would indeed be ready to race.

Brakes

Even the brakes, reportedly unchanged, feel sharper and better. This might be down to the superb feedback from the new fork, or perhaps, the much-reduced unsprung weight of the new wheels. Either way, they match the chassis’ finessed agility, working hard with just a gentle squeeze on the lever. Meanwhile, the lean-sensitive ABS isn’t too intrusive while being a huge safety net for new riders.

ABS isn’t too intrusive, despite the entry-level status of the 390 Duke. (KTM/)

As you’d expect, the 390 is fuel efficient. KTM claims 67 mpg (US). After 80 miles of largely immature riding, we averaged 49 mpg (US), which is excellent considering the throttle was wide open for much of the time. With a 4-gallon fuel tank that equates to around 190 to 250 miles between fill-ups.

Around town and commuting, the 390 Duke is capable and fuel efficient. (Full leathers not required in town…) (KTM/)

Despite that decent range, you’d be hard-pressed to volunteer for a touring trip. KTM has tried to make the 390 as accessible as possible, and the seat is even lower, down by 0.4 inch to 32.3 inch, but comfortable it is not. At only 5-foot-7, I wasn’t too cramped but taller and heavier riders suffered in Spain as the seat is firm and the direct-mounted WP suspension lacks plushness over big bumps.

Conclusion

The Duke’s price has been confirmed at $6,299, despite its raft of new technology and a higher-end finish. We can assume some of this cost saving is down to the bike being produced in India, not Austria like the larger 990 and 1390, because it’s something of a challenge to see where KTM has otherwise saved on costs.

The switch gear is unremarkable and you could argue the 390 lacks the solidity of the other bikes in this class. But it comes with lean-sensitive rider aids, riding modes, launch control, a pit-lane limiter, adjustable and quality WP suspension, and decent rubber. With that state-of-the-art TFT dash with connectivity and bold looks, it should appeal to all young riders with a sporty outlook. Oh, and it really is ready to race.

Even though it’s the smallest Duke and meant for newer riders, the 390 Duke still sticks to the KTM promise of “ready to race.” (KTM/)

2024 KTM 390 Duke Specs

MSRP:	$6,299
Engine:	DOHC, liquid-cooled, four-stroke single-cylinder
Displacement:	399cc
Bore x Stroke:	89.0 x 64.0mm
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	44.3 hp @ 8,500 rpm
Claimed Torque:	28.8 lb.-ft./39Nm @ 7,000 rpm
Fuel System:	Bosch EMS w/ ride-by-wire
Clutch:	Wet, multiplate, antihopping; mechanical actuation
Frame:	Steel trellis frame
Front Suspension:	43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel
Rear Suspension:	WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel
Front Brake:	Radial fixed 4-piston caliper, 320mm disc
Rear Brake:	2-piston floating caliper, 240mm disc
Seat Height:	32.3 in.
Fuel Capacity:	4.0 gal.
Claimed Wet Weight:	364 lb.
Contact:	ktm.com

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