Technical characteristics and review of the KTM RC390 bike

Almost any small-capacity new sportbike today is designed in the spirit of MotoGP or World Superbike, but it is extremely rare in these motorcycles that anything other than design is done at a high level.

Typically, the aggressive styling hides budget components and the manufacturer's very tentative concern for light weight, implying that these small-capacity bikes are designed for cruising between cafes, and not for racing.

KTM RC 390

Introduced in 2014, the KTM RC 390 completely broke this tradition. And now this model takes the concept of small-capacity sportsbikes to an even higher level: in addition to a refreshed aerodynamic cladding inspired by the Orange's MotoGP motorcycle, the RC16, the new KTM RC 390 2022 has received a number of premium components in which substance is even more important than form. In particular, this is a three-axis inertia measurement device, which powers first-in-class traction control and ABS with lean angle tracking, an updated and lightweight chassis, improved WP APEX adjustable suspension and a number of other improvements.

Price

Since the model has been produced since 2013, in the CIS countries it is sold through a huge network of official KTM representatives. The price of a new unit in the showroom is on average 299 thousand rubles. You can find very decent options on the secondary market. In this case, the minimum cost will be 250 thousand. The maximum price for a device older than two years is equal to the cost of a new one displayed in the showroom. Sales are possible already with some modifications to the fuel system or a replaced fairing.

KTM RC 390 engine

However, the single-cylinder, double-overhead 373 cc liquid-cooled engine remained relatively unchanged, minus a number of modifications for the new current Euro 5 eco-standard. The RC 390 received a completely new exhaust system, updated fuel maps and an airbox enlarged by 40 percent. The result of this was an increase of 2Nm - up to 37Nm at 7000rpm, but the power output remained the same, meeting the requirements of the European driver's license category A2 - 43hp.

Similar models

• Honda CBR400R . It is a 95% identical copy of the CBR500R for the European market, but with a reduced engine displacement. Produced for the Japanese domestic market, but also found in Russia.
• BMW S310RR . A lightweight Bavarian sportbike, modern and extremely technologically advanced.
• Yamaha YZF-R3 . Outwardly similar to its famous liter brother, from a design point of view it is more simple. But is that bad?
• Kawasaki Ninja 400R . Structurally, it is an ER-6F model with a 400 cc piston engine, so in terms of manufacturability it has nothing in common with the other competitors mentioned above.

Chassis and handling of the KTM RC 390

Most of the updates to the updated model relate to its handling: KTM has optimized the lateral stiffness of the steel cage frame and subframe bolted to it, in the process reducing their overall weight by 1.5kg. Weight has also been reduced thanks to the use of clever open-hub wheels, which are 3.4kg (30%) lighter than the previous version. A significant reduction in unsprung mass, and by the way, the new fork from WP is now equipped with compression and rebound smoothing adjusters. The APEX shock absorber is adjustable for spring preload and rebound damping, which is also a rare luxury for the small-capacity segment.

Stopping the KTM RC 390 with all its upgrades and modifications is a new ByBre radial four-piston caliper on a 320 disc at the front and a single-piston caliper on a 230 disc at the rear. The RC's braking system features tilting ABS, a feature unique to its class. The system switches to Supermoto ABS mode, which allows the rear wheel to lock and drift. By the way, the new brake system saved almost another kilogram of weight.

KTM RC 390 2022

The updated plastic in the MotoGP style, according to the manufacturer, made it possible to increase the maximum speed by 11 km/h despite the fact that the engine did not become particularly powerful. The clip-ons have changed in height by 10mm, and the new instrument panel just ahead of them is equipped with a full-color TFT display with Bluetooth wireless protocol, allowing you to connect a smartphone with the KTM My Ride app to the motorcycle. The tank volume of the new version has been increased to 13.5 liters.

KTM RC390 – TEST

TREND

2015 onwards, 373 cm3, 43 l. s, 147 kg, 180 km/h, RUB 359,900.

text: Vladimir Zdorov photo: Nikita Kolobanov, KTM

in the photo: Ruben Xaus, Vladimir Zdorov

>>It seems that the kaleidoscope of new models from KTM sees no limit in the foreseeable future - schools of small-capacity equipment are firmly covering any possible niche, and now an uninvited guest has appeared on the sweet holiday of the Kawasaki Ninja 300 and Honda CBR300R...

It must be said that history is cyclical, and it seems that the most powerful engine among modern opponents makes the 43-horsepower KTM RC390 one of the undisputed favorites... Only in this format there is a whole galaxy of truly powerful motorcycles with more than 20 years of history! This is the famous CB400 series from Honda, and the angry Suzuki GSX-R400, like hundreds of piranhas. And why take so many “cubes” when there were two-stroke Honda NSR250 and Suzuki RGV250, which in the most extreme versions developed about 70 hp. s., - and this was in the late 80s of the last century!

However, other values ​​and priorities are in trend now. And, accordingly, based on what is given “here and now”, it is the KTMRC390 that looks the most convincing and interesting in its category. And not only in terms of the company’s traditional values ​​in accordance with the Austrian slogan “Ready to Race”, but also in terms of price. Thanks to the competent policy of the Russian importer, even in this niche the little “Austrian” confidently outperforms its competitors in any gear! Here, in fact, lies the whole essence of the different approaches of manufacturers to this class of equipment: while the Japanese present their 300 cc cars in the form of tolerant toys for neophytes who are afraid of their own shadow, KTM loudly claims that their version of the vision of a budget motorcycle is more sporty and carries they contain neither more nor less, but genes of the Moto3 class, where the Austrians have a very rich experience of successful performances.

Traditionally, for KTM brand equipment, a lot of information is “hardwired” into the dashboard of a motorcycle cycle, but the electronic “worm” of the tachometer did not seem particularly convenient to me for reading data. It may seem that the KTM RC390 does not have a passenger seat... However, it does exist and is made in exactly this discreet format! By the way, it’s quite comfortable to sit there

Of course, all this is pure marketing, and even the most irreconcilable and ardent adherent of the “orange” brand will not seriously compare the KTM RC390 with Moto3 racing prototypes. But it is marketing that is the strong point of the relevant specialists of both the Austrian concern and its official Russian representative office, who, long before comparing any technical characteristics of possible opponents, kill the latter outright at the most attractive price! So what do they ultimately give under the KTM RC390 letters? If you look closely, you will see the same KTM 390 Duke (which debuted at the Milan International Salon back in 2012), covered with a beautiful plastic fairing. Everything is “hardware”, the chassis is “pure” 390 Duke, but, of course, there are nuances: the wheelbase is smaller (1340 mm versus 1367 mm), the fork angle is a little larger (66.5° versus 65° for the Duke), the seat is a little higher (820 mm versus 800 mm)... That very beauty (fairing, “spider” of the dashboard, mirror mounts, etc.) for which you have to pay added 8 kg to the dry weight of the model. By the way, this is not a weak additive, it should be noted...

In the city, the potential of a single brake disc and a two-piston radial caliper is quite enough, but on the track the capabilities of this tandem may not be enough. ABS can be switched off.

There are still some minor differences, such as a smaller gas tank volume per liter, but the essence of the changes made by the engineers is clear: in theory, the KTM RC390 should steer more accurately, be “angrier” and more agile in fast shifts, and the increased ground clearance will help level out possible contacts of the driver’s footpegs with asphalt at serious angles of inclination. And, of course, a full-fledged fairing, all other things being equal, gives a higher maximum speed. Specifically, in our case, after many hours of thought and persuasion, several times literally for a split second it was possible to force the digital speedometer to show the figure 180 km/h - a profanation, of course, pure water, but still pleasant. The main difference between the models is in the plastic, which by definition paints a picture of a real, “adult” sportbike for a cowardly beginner! Surprisingly, despite its compact size, the ergonomics of the RC390 turned out to be absolutely acceptable even for my dimensions, which are far from standard. Interestingly, there is no hint of the pilot’s uncompromising sportbike “bending” into the letter Z on the RC390. The rider’s position is quite “civilian” with sufficient space for both legs and arms, as well as for the body, which is largely facilitated by the full-size seat, which allows you to find “your” position behind the clip-ons. Great job ergonomists! A separate story is with the false pad in the passenger seat, which is actually a quite comfortable passenger seat. This is the first time I’ve come across such an interesting design solution – two more Wiener schnitzels in Mattighofen!

The KTM RC390 headlight has a very unusual design... Perhaps a controversial “form factor”, but certainly original !

Cognitive dissonance Of course, the euro did not drop to 35 rubles, and in Moscow there is not a single street without traffic jams... That is, a miracle did not happen, and in motion the KTM RC390 did not turn into a little two-stroke devil, furiously throwing the front wheel into the air even in third gear . The single-cylinder 43-horsepower engine relatively briskly accelerates the sporty “Austrian” to 120 km/h, after which it asks the rider, as if in bewilderment: “Do you really need it?”... At the same time, the gear ratios here are exactly the same as those of the Duke 390 (in other words - short), which in turn means that the gearbox needs to be used a lot and actively. Otherwise, the engine will quickly hit the rev limiter, and the extravaganza of killer acceleration will end before it even really begins...

And the suspension, even though it’s as tight as possible, in the format of the meager adjustments proposed by the factory (in fact, you can only change the preload of the monoshock spring and, if your heart is really heavy and there’s nothing else to do, change the oil in the fork to a thicker one) turned out to be unnecessary at the karting track soft, in vain rocking the fragile little boat of the “three hundred and ninetieth”, without adding confidence in a bright and cloudless future. True, if we ignore the marketing and the RC letters in the name and realize that this is just a good city motorcycle in the guise of a sports bike for beginners, then everything will fall into place. There will be no complaints about the suspension performance or the single brake disc with ByBre radial caliper. For particularly fast guys who are bothered by ABS, it is possible to turn it off.

To sum it up, the KTM RC390 is a perfectly balanced city motorcycle, and subjunctive complaints about an insufficiently powerful engine, assembled suspension and tenacious brakes... are simply not the right place. However, there is still an opportunity to accelerate the device on the Belgorod karting track to a lap time that no one could show even on the BMW S1000RR! All it took was nothing - asking Ruben Chaus to do a couple of quick laps on the KTM RC390, who at the same time was giving a master class at the Virage ASK, organized by our editorial team.

Ruben Xaus & KTM RC390 translation: Vladimir Zdorov

Of course, the KTM RC390 is just a road bike in the combat fairing of a grand prix prototype. But the model certainly has good sporting potential even in completely stock form. Of course, a full-fledged racing series will require a lot of modifications, but what makes KTM so good is that it has real racing blood in its genes. There are a lot of opposite examples, even from the world of WSBK, when no matter how much expensive electronics and tuning you put on an initially dead device, it will not lead to results. As for the relatively soft suspension and not the most powerful RC390 engine, everything here is just within the framework of the genre: any movement towards an “arms race” will lead to an increase in cost, and in this class the degree of “heaviness” of the price tag is one of the most significant values.

In my opinion, it would be possible to “stretch” the gear ratios of the gearbox a little, make the pilot more comfortable by lowering the seat and, accordingly, the center of mass of the motorcycle, plus it would be nice to work with the “indistinct” brake lever, which loses its reverse after the third lap at the karting track connection. However, to be fair, I note that the same thing happened with the BMW S1000RR HP brakes! Here, rather, the questions are more directed to me than to the “civilian” brake pads and a single brake disc... In general, the KTM RC390 seemed to me a very interesting motorcycle - especially if we do not forget about its competitive price and the fact that in most cases it will be a device for beginner motorcyclists.

KTM RC 390 On the road

The 2022 KTM RC 390's engine impresses with its friendly character, even if the exhaust note is somewhat muffled at low revs. Up to 6000 rpm, this single-barrel pulls great and gives a clear feeling of connection between the throttle (electronic, by the way) and the revolutions - much better than many single-barrel guns of the past with cable throttle.

Rev it above 6000 and you will be rewarded quite seriously: the exhaust sound becomes real, aggressive, and the engine comes to life. At 120 km/h the revs are slightly above 7000, leaving a wide field for maneuver. The RC readily pulls in any gear right up to redline, and easily reaches 180 km/h.

Of course, this is far from a liter sportbike; it does not have excess power. But this is what makes it so exciting: it is so simple and understandable, it controls so well and accelerates well without fear of going into first space with all the ensuing consequences, and it responds so predictably to any actions that you clearly feel: here it is, a motorcycle in chemically pure form, albeit not the largest portion. Riding it means honing, polishing and polishing your turning technique. You focus on the braking point, the choice of trajectory, apexes, feel the grip and response of the chassis, open the gas in time - and repeat many, many times until it shines. If you overdo it a little, the new traction control will reduce the intensity to acceptable levels. As they say, it's better to ride a slow bike fast than a fast bike to ride slowly.

KTM RC 390

The excellent quality and feedback of the WP APEX suspensions makes the ride soft on the road and predictable, if a little too soft for an 80kg rider at a fast pace. The suspensions are adjusted quickly and conveniently using standard tools from the kit under the saddle, and immediately affect the ride quality, which rarely happens on budget small-capacity bikes. On city streets, the RC 390 feels at home, light and free, steering with minimal effort and easily clearing traffic jams.

Review

A fairly compact, but no less powerful device, impressive in its appearance - this is exactly how the KTM RC390 was created. The company's engineers took a responsible approach to solving the problem and created the most balanced motorcycle possible. It is universal, as it is not afraid of urban conditions, but also performs well on the track. Perfect for beginner athletes, just look at the review of the KTM RC390 bike. This will be enough to charm a potential buyer.

The new flagship model makes motorsports accessible to a wide range of people. The technical data fully meets the requirements, although at first glance it may seem that the price is too low for such a powerful sports motorcycle.

KTM RC 390 On the track

Unlike many of its conventional classmates, the KTM RC 390 has premium build quality and components, allowing it to meet the tough demands of the track even in stock form. After several rides on it, you can only wonder why it is initially perceived as a beginner’s motorcycle.

The assembled chassis, confident operation of the suspension, quite decent ground clearance and adequate standard tires make it easy to lay the KTM RC 390 at quite good angles. The increased braking force from the ByBre components proves to be a major benefit on the track, where the brakes proved to be responsive, confident and powerful. The ABS of the new braking system behaves excellently, interfering only to the point of necessity, and the Supermoto ABS mode, which allows you to lock, drift and lift the rear wheel, is ideal for the track.

Quite a large line of KTM Powerparts accessories will allow true enthusiasts to make the RC 390 even more effective on the track. In particular, the catalog includes a racing muffler, tackles, lever protection, racing chains and so on.

KTM RC 390 on the track

Video Review

Specifications

KTM 390 DUKE. To whom, why?

I had a very controversial opinion about this motorcycle and did not have a clear understanding of who it would be more suitable for - a “first-season rider” or an experienced rider who knows what he wants from a bike. Let's find out! And we will start with the appearance.

When I first looked at the motorcycle, I got the impression that it was a child’s toy for country rides. Thin tubular frame, short wheelbase, thin large wheels. It’s as if he’s saying: “If you weigh more than 70 kg, we’re not on our way.” And looking at this 390 cc engine hidden in the frame, I can’t believe that it “can do” anything. A high waist is another item in the “awkward” treasury. With my height of 187 cm, this device makes you look like you are riding on a stool. Added to all this is the relatively short wheelbase. Add to this the KTM branded coloring and we get something bright, catchy but, at the same time, small and uncertain, like Dumbo the elephant in the world of motorcycles. In general, at first glance the motorcycle does not inspire confidence. Yes, as they say, “it has the look,” but it’s somehow childish or something.

What about systems? On the pleasant side, I would like to specifically mention the tablet-like dashboard, which is pleasant to look at - it is spacious and informative. Equipped with a light sensor, it allows you to change the design theme from bright white to dark blue depending on the time of day. The tachometer ring and speedometer are easy to read, and there is a convenient gear indicator. It will also notify you if you have not removed the side stand. Also, if you pair your phone via Bluetooth (yes, yes, this is possible here!), you can switch playlist tracks and see the caller’s data. There is a settings menu, of which there is a minimum, in which you can, for example, partially (Supermoto mode) or completely disable the ASB system. Other interesting things to note are the electronic throttle grip, which does not stall, and LED optics, also connected to a light sensor, which seemed more than sufficient to me.

What about the motor? Single-cylinder, with a volume of 373 cubic meters, capable of delivering a decent 44 horsepower, it allows you to feel comfortable in city traffic. And at the same time, it is quite economical. An 11-liter tank is enough for mixed driving for more than 300 km. Everything about the motor is simple and clear. Mid-top, with good dynamics closer to 9000 rpm. Is it enough? More than true if you travel alone. It won't be so comfortable for the two of us. Of course, having such characteristics, you can also behave like a bully. In the first gear of the six-speed gearbox, the motorcycle lifts into reverse without much difficulty from the gas. By turning on the “Supermoto” mode and thereby turning off the rear ABS circuit, you can have a blast.

In my opinion, the suspension seemed extremely stiff for such a mass. At low speed, with a total weight of motorcycle + rider of about 220 kilograms, I felt like I was on an old bicycle, where every bump hit my back. Although, as the speed increased, the “ironing board” feeling disappeared, but still, the stiffness of the suspension is incommensurate with the weight category of the motorcycle. In general, there is no "sluggishness", giving constant control of the road in the smallest detail.

By management. The motorcycle is very light, maneuverable and obedient. In city traffic you feel like a fish in water. The only controversial factor for me seemed to be when driving in the city - mirrors. They are the widest point of the motorcycle. Not even that wide. Yes, in the left mirror you can see the right edge of the right lane behind. Yes, they have very good visibility, and you won’t miss anything. But they protrude very far beyond the width of the steering wheel, which can cause a lot of trouble when driving, say, between rows.

The motorcycle easily leans into a turn, but if you are not experienced enough, it will happily lower you “in a curve” closer to the asphalt for any careless movement.

A very unpleasant nuance with the controls: if at a speed of more than 40 km/h you accidentally jerk the steering wheel sharply (either being scared of a car, or going around an obstacle), there is a chance that you can very easily go into “wobbling”. But here, apparently, my height, landing, and, as a result, the weight distribution of the motorcycle had an effect.

There is also very strong vibration from the motor. After a not very long trip, I felt a slight itch on my hands and “fifth point” for another 10 minutes.

Summarizing the feelings about the motorcycle, you understand that this is not a “country option” for driving over potholes, but a completely worthy device for every day, which is simple and convenient as a first motorcycle for a “first-season rider” for a couple of years. And no matter what anyone says, a fairly experienced rider will be bored on this motorcycle.

#KTM #KTM390DUKE #BIKELAND

Motor

The engine, mounted in a steel matrix, has not undergone any significant changes. This is the same high-tech, reliable and at the same time very powerful power unit that was installed on the Duke 390. The engine is short-stroke, with four valves, liquid cooling, and two camshafts mounted at the top. The volume was only 375 cm3, however, this does not prevent it from producing 44 horsepower with a torque of 35 Nm. To increase reliability, an electronic fuel injection system is used. It allows for precise fuel supply, thereby ensuring instant responsiveness to the position of the accelerator handle, which is very important when driving on the track and when overcoming particularly difficult sections.

Possible problems

Motorcycles from KTM are distinguished by their reliability and durability, but nevertheless they are not without some problems and shortcomings. The KTM RC390 bike is capable of traveling more than 100 thousand km, and this is not the limit. It is worth noting that some of the copies that were produced during 2014 had a defect in the drive star. This is a factory defect that does not have any external signs, and it is quite difficult to determine it before the first circuit break. The company values ​​its reputation and is responsible for quality; for this reason, replacement at the service center is carried out free of charge in accordance with the regulations specified in the warranty agreement.

Production

Only first-class and high-tech materials were used in its creation. A review of the KTM RC390 bike by experts proves the company's claim that this is a perfectly balanced motorcycle in terms of power-to-weight ratio. Amazing maneuverability and extreme tilt angles will not leave any athlete indifferent. The bike is ready to turn a boring ride into a real race at any time.

The predecessor, in the image of which the KTM RC390 bike was created, was the no less legendary Duke 390 model. The designers left the engine without making significant changes, but the remaining components were completely replaced with new ones. The chassis has been improved, a large fairing has been installed, and the pilot's seating position has also changed.

The flagship of motorsport

The new KTM RC390, whose technical characteristics differ slightly from its predecessor Duke 390, sets completely new standards and rules among road motorcycles. It has characteristic sporting features from KTM. Previously, no such carefully thought-out option had been created, both from a technical and aesthetic point of view.

New chassis

Looking at the review of the KTM RC390 bike, you will notice that its chassis is very similar to the time-tested “birdcage” that was installed on its predecessor. Despite the external similarity, it has a completely different geometry in order to improve the sporting performance and ergonomics of the motorcycle itself. Handling was improved by changing the angle of the front fork, as well as reducing the wheelbase. Stability when driving at any speed is what the developers have been striving for for so long.