390 Duke

The third-generation 390 Duke grew to 399cc with a longer stroke and picked up a new steel trellis frame with a bolt-on aluminium subframe. The single is mounted as a stressed member and the 43 mm WP Apex open-cartridge fork is adjustable for compression and rebound, which is unheard of at this price.

You also get cornering ABS, traction control, a supermoto mode, a bidirectional quickshifter as an option, and a 5-inch TFT. The 320 mm front disc with a four-piston ByBre caliper is the strongest brake in the class.

A single-cylinder engine has a personality a twin never will. The 390 pulls hard from 5,000 rpm with a thump you feel in your chest, and the chassis is so light and sharp that it changes direction faster than you can think. It flatters an intermediate rider and can frighten a true novice, mostly through its speed of steering rather than its power.

The seat is firm and 820 mm tall, and the single vibrates above 8,000 rpm. Neither bothered me; both might bother you.

KTM singles ask for oil changes every 7,500 km and valve checks at 15,000 km, and I would shorten both. The engine runs hot in traffic and the oil level needs watching. The good news is that everything is exposed: no fairing, easy filter access, and a well-documented owner community.

The caution is the corporate story. KTM's 2025 restructuring and Bajaj's takeover mean parts and dealer support are worth checking locally before you buy.

The beginner who has already ridden a scooter or a small bike and wants their first motorcycle to be an event. Also the best pick here for anyone who lives on twisty roads rather than highways.