The 390’s 44hp horsepower was fizzy, punchy and flexible – while the small track saw mostly second gear, with journeys into third and 70km/h on the straight, leaving it in third the whole way through saw no bogging or danger of stalling. While we expected the 125 to be more manageable around the track, the reverse was opposite – the 390’s ride-by-wire mapping is buttery-smooth, and delivered more confidence on small throttle openings in tight corners. In fact both bikes were supremely easy to live with – footpegs, bars and seat were never uncomfortable and allowed for sporty body positioning easily, while the clutch and throttle are all light and un-intimidating.Īs always, the modest 15hp was never going to set off fireworks, but crucially it’s still Class 2B legal, and does the job predictably and smoothly, with almost none of the expected vibes from a single-cylinder thumper. From the saddle there was no harsh ride quality and the stability of the bikes was impressive, even with the wheelbase 10mm shorter than before.Īs the tyres warmed up, the agility of the bikes began to show through, with their light, effortless to corner nature meaning we did many more laps and had quite an enjoyable, pain-free experience. The updated chassis components dealt with the uneven tarmac – which can be punishing in a kart – impressively. While the 125 weighs 137kg dry, and the 390 149kg dry, the 390 makes almost three times the horsepower, or 15hp compared to 44hp. While the rain never materialised, it was never going to be a 10/10ths situation riding a the Duke there, although some braver, more skilled riders more than proved the machine’s speed.īoth bikes feel featherweight light, and the 390’s weight disappears thanks to its extra power.
While KF1 circuit is, like most kart tracks, tight, twisty and challenging, it’s also bumpy and slippery when it’s damp, as we found out in Porsche’s damp mini-Lemans race. KF1 is Singapore’s longest, widest kart track so it’s the most logical place to do the thing here. Riding street bikes on kart circuit isn’t exactly commonplace, but it’s not unheard of overseas. Riding the new Duke on a kart track proves its urban relevance
2016 marked another record year for the company, its sixth in a row, when it sold 203,423 motorcycles in total, and it’s set itself the ambitious aim of selling 300,000 motorcycles in 2017. Thanks to its entry-level and less expensive offerings, KTM has expanded its sales and revenue considerably. In fact the Duke model was one of the first attempts by a premium European motorcycle brand to offer a bike with at a less expensive price point, preceding bikes like the Ducati Scrambler and BMW G 310 R. The model, designed in Austria and produced with partner Bajaj in India, is also the company’s least-expensive offering. The Duke was first launched in 2012 and has become a strong seller for the brand, with KTM representatives saying roughly 200,000 units or more have been sold since its debut. Read below for our first impressions of the KTM Duke around KF1 Kart Circuit. The good thing is that the Duke’s competitive price point hasn’t changed much – the 125 is priced at $9,800 machine, and the 390 a mere two-grand more, at $11,800 machine (without COE, road tax, insurance). Backlit controls are also a nice touch on a beginner-friendly machine. Also new is the new TFT full-colour display and integrated ‘My KTM’ function, where you can pair your phone and control calls or streaming audio through the handlebars. KTM also claims improved rider ergonomics and usability, with a new two-piece seat and manageable 830mm seat height.
The 390 has a modest torque increase thanks to ECU tuning, a new airbox design and a new side-mount exhaust that replaces the previous underslung unit. The trellis frame and latticed aluminium swingarm are also new designs and visibly different from before, said to deliver improved torsional rigidity and weight/load bearing.īoth engines are based on the current design, but are now Euro 4 compliant. The chassis sees new 43mm WP non-adjustable, upside-down forks with new cartridge internals, and a preload-adjustable WP rear shock absorber.