KTM RC 390 motorcycle test
Tourist Trophy pocket bike
Single cylinder, 373 cc, 44 hp, 37 Nm, adjustable WP APEX suspension, ByBre braking, 164 kg fully loaded
10th anniversary for small KTM engines! Because it was in the early 2010s that KTM unveiled its small displacements with the 125 Duke, 200 Duke then 390 Duke and of course the sporty 390 RC, with finishing qualities and equipment included. 550,000 models of these displacements have since been produced by its partner Bajaj in India, confirming a real market for low-displacement machines. And if with us, we are more on A2 license machines, it is mainly roadsters and trails that are driving the market. Sports cars are not the queens of this market, but they are still essential, which explains the return of the RC 390, revised from top to bottom for 2021.
The little news is a variation of the latest 390 Duke and 390 Adventure from which it takes up the evolutions. It therefore represents a revolution compared to its predecessor, with real ambitions in the championship. And for that, KTM has put the means.
Strengthened by its sporty aura and its good results in the MotoGP championship, the Mattighofen firm is therefore delivering an optimized version of its RC 390 for 2022. Apart from the stratospheric RC 8 C, this big third of a liter is indeed the only sports KTM since the disappearance of the 1190 RC 8 at the end of 2015... It is therefore the rare bird that we must tame around Modena (Italy) where we take the novelty, on the road and on the circuit, to better study all of them. the claims.
Discovery
Austrian production always has a distinct design. The old RC 390 with its cybernetic shark profile is now giving way to a more consensual style. And more standardized, standardized with a house spirit. In fact, with its strong contrasting blue and orange colors (complementary colors) and even in plain livery, the little one now evokes its competition sisters. And what a presence! The photos do not do anything about the stature of this machine. In reality, it seems to want to attack the 600 cm3 segment as its design, but above all its equipment brings it closer.
Largely redesigned, the front volumes promise increased protection against air pressure. Complex, (necessarily) angular, the lines become more complex from the front optics. This one entirely with LEDs, takes up the pentagonal shape dear to the brand, thus seeming to unify the two lights of the trails. But it has the good taste to retain, once lit, the appearance of the two lamps of its predecessor, as well as the idea of this bubble covering the entire front face. A renewed and appreciable originality. Its higher double curvature will also provide more comfort. Signing an optimal integration. The turn signals are housed around the crown of the fork. The latter is supported by a brand new cast aluminum element. Massive, its architectural forms left raw further modernize the sports car. Good point, the track-oriented design makes it easy to remove the optics for circuit use in order to reduce costs in the event of a fall...
The dressing of the sidewalls has also changed considerably. Their surfaces are split and refined, but are reduced at the bottom of the machine. We also lose the long hoof for somewhat frail appendages. KTM finally indicates that this new dress would be more easily removable. Above, a 13.7 liter tank (+4.2) also sports a new design. Its architectural forms spin towards the new foundations. Thicker, the driver and passenger seats benefit from an ergonomic cut. The stern concludes with a compact rear light forming a pretty luminous blade.
Enough about rag. The new RC 390 mainly benefits from a new chassis, already detailed on the Duke and Adventure. The novelty adapts the whole thing for its sporting pretensions. As a reminder, this structure, lightened by 1.5 kg, rests on a tubular steel trellis frame and a simplified and now bolted rear buckle. A good point in the event of a fall to avoid changing the entire chassis. The sport incorporates zones of adapted rigidity, on the front in particular, more flexible than on the Duke. The upper transverse reinforcement of the frame is thus eliminated.
The whole thing embeds the now Euro5 single-cylinder 373 cm³ (89x60 mm) with four valves operated, via DLC-coated rockers, by two overhead camshafts. A solution more suited to this displacement, according to KTM, than the single shaft, yet more compact, of the largest engines like the LC8 690. Surprising all the same given the Uni-Cam cylinder heads at Honda... Lower down, the cylinder is DLC (Diamond Like Coating) coated for durability. Its crown is cooled by the oil spray nozzle and the nikasil coated aluminum segment reduces friction.
We especially note on this model an air box whose volume increases by 40%, always placed under the saddle. The intake runners are straight, optimizing flow to feed a 46mm throttle body. This also allows the engine to warm up faster. The mono develops, as on the last generation roadster and trail, a bit more power 44 hp (+1) at 9,000 revolutions (500 lower) and 37 Nm (+2) of torque at 7,000 revolutions (-250), its compression is 12.6:1.
A balance shaft contributes to greater flexibility and the clutch is anti-slippery. A very useful element on a single cylinder to avoid rear wheel lockup in the event of a significant downshift. The system also softens the clutch handle. Finally, the final transmission loses a tooth with a crown of 44, just to grab the V max. A Quickshifter+ Supermoto in gear up and down, but unfortunately optional, can still optimize the box. Our testing machines are equipped with it.
The invigorating breath of the Austrian single-cylinder is filtered by a double catalyst which allows the engine to meet the new Euro5 standard. Manifold and lower engine are now more exposed to the open air. Which is not necessarily a coincidence as the new restrictions heat up the mechanics. Finally, an exhaust in black steel and satin stainless steel with a mesh end piece elegantly adorns the vocals of the machine.
Incorporating state-of-the-art technology, the Austrian sportswoman is under the control of numerous chip aids. Its Bosch ECU regulates a ride by wire type system to control the injection. Turning the handle activates the throttle via electronic sensors driving a servo motor. Only one driving mode is available. This accelerator makes it possible to link the anti-skid MTC (Motorcycle Traction Control) now active on the angle just like braking. Indeed, these systems are under the control of a Bosch 9.1MP unit which regulates them in turns. Braking can be switched to Supermoto mode if necessary, then cutting off the intervention of ABS at the rear, reducing its intensity at the front and no longer taking into account the inclination data. It also lets the rear axle rise further.
With a wheelbase of 1,343mm, trail of 84mm (-4) and a stem angle of 23.5°, the KTM RC 390 boasts track geometry. In general, she sharpens her athlete's cycle part. Thus one of the high points of this opus touches on an essential element: its suspensions.
The Austrian is now fitted with a 43mm WP APEX inverted fork with an open cartridge and 120mm of travel. It adjusts to 30 increments in compression on the left tube and in rebound on the right side. And as often with KTM, these are small propeller-type knobs to make these adjustments without tools and even while driving. New fork legs and a hollow axle also save weight.
Adjustable in preload and rebound, the WP APEX twin-piston shock absorber slides widely over 150 mm. It is mounted without a link on the aesthetic die-cast aluminum box-section swingarm.
Another dynamic argument, its new 17-inch rims greatly reduced by 3.4 kilos (!). 1.7 units removed per wheel, significantly reduce unsprung masses and inertia on angle changes. These lower rotating masses actually create less stress on the suspensions and also affect braking and acceleration. To do this, these elements have only 5 hollow sticks and are largely hollowed out near the hub. To maintain good torsion resistance, it is 61 mm in diameter like those of the Duke 690. They are fitted with Continental ContiRoad tires in 110/70 and 150/60.
Their rotation is braked by a single BYBRE 4-piston front caliper with radial mounting at the attack of a single 320 mm disc. The single-piston rear clamp bites a 230mm track. Enough to properly stop the 164 kg ready for the race of our sportswoman. The ABS system is also 960 grams lighter. In the end, the RC 390 loses about 9 kilos.
Orange is the base color for the Austrian firm. Ele therefore makes extensive use of plastic tinted in the mass, both for the fairings and the color of the tank. KTM is crazy to bring either blue or black keys for a marked contrast. Produced in India at Bajaj, but entirely designed by the Mattighofen firm, the RC390s are KTM standard. All surfaces of the trim are neat as well as the engine casings and the integration of cables and other hoses is very correct. Again, the fork crown support is the remarkable element of this new opus. Thus, the 390 seems a small replica of the GP machines. Rewarding, very well equipped, the RC 390 requires a first light overhaul of its engine at 7,500 km and more extensive maintenance at 15,000 km.
In the saddle
Slightly higher than its predecessor, the RC 390 places its pilot seat at 824 mm (+4). Very narrow, it remains accessible and the seat even allows an optimized setback of 10 mm. The boots rest on sheathed footrests resulting in leg flexion without excess for the segment. Narrower at the knees, the reservoir also provides better support in curves. Sport obliges you to fall bracelets placed however quite high and significantly open ensuring a more intuitive handling of the machine. It now adjusts in height by 10 mm. Note that the two levers are adjustable in spacing, very useful for small hands.
Before the eyes, a 5-inch color TFT screen brings together all the useful information. Thanks to the adaptive ambient light sensor, the screen automatically adapts in contrast. And always the most ergonomic possible. Most of the display houses a large tachometer to the right, including fuel gauge and engine temperature. The level of the various assistances as well as a witness of gear engaged complete this set. Note that you can switch the ABS to Supermoto mode while driving, but not deactivate the MTC as well. And KTM always extends the possibility of having a customizable summary of the other information available. We will also scroll through all the functions, data and settings available via the multidirectional pad on the left stalk. Note that, as usual, KTM equips the 390 Adventure with backlit controls. Perfectly readable and rather didactic, the instruments are a real reference of the genre. Finally the RC 390 allows pilots to connect their smartphone via the KTM MY RIDE application.
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In town
The usual syncopated vocals of the Austrian mono pound the air with a willful air. Devoid of inertia, it snores on gas strokes. Always as alert, the mechanics quickly take the RC into Italian traffic. The single-cylinder agrees to work at 45 km/h in fourth gear at 3,000 rpm. However, it is more comfortable with a lower gear and more ready to follow the vagaries of urban traffic. We already note a significant availability of the boiler and its liveliness makes urban travel more cheerful.
At the lever, gear changes are smooth and precise. Via the optional quickshifter, it's a bit choppier with these revs that are too low. The selection always requires a certain firmness, but locks precisely.
We of course appreciate the lightness and compactness of the machine. Easy, the RC 390 is guided by sight and effortlessly. Its correct turning radius allows it to make U-turns in a small space and the rear vision is very good. In addition, these mirror elements, in addition to being very aesthetic, are easily adjusted and have the good taste not to vibrate. If the comfort is good, you are of course a sporty person and the support on the wrists becomes more sensitive over time. So it's time to take a little air to reduce the pressure.
Motorways and expressways
It is always amazing to see the dynamics of this single-piston mechanism. Mattighoffen knows how to do mono like no one and confirms it with each new opus. The four takes you to 120 km/h, the 5 to 150, the 6 to almost 180. And all without dragging the least in the world. If the motor force is reduced, the character of this high flavor grinder is not. And the significant protection offered by the bubble does not encourage giving up. In addition, heading and stability are beyond reproach.
On the legal highway, you cross around 7,000 rpm. We are also at maximum torque and at the crossroads with the power curve. What effectively relaunch the crew. At this speed one wonders what engine drives the machine as the whole is devoid of vibration. They invite themselves on board after 8,500 laps, especially on the footrests, but nothing unpleasant. To vary the regimes and make the KTM dance, let's take it at a good pace on the Italian hills.
Departmental
Our course in the foothills of the Italian Alps (Apennines) will be short but intense and sufficient to demonstrate all the qualities of the KTM RC 390 on the road. If the damping could seem flexible to the urban grip, the katoche proves to be a real competitor on the road. The image of the Tourist Trophy is not far away. For what ? By the capacity of its suspensions to absorb all, I did say all, the defects of the rather rutted roads around Modena. It's not the pocket Adventure, but we feel that these Apex elements know how to meet many requirements. The front axle knows how to tame the asphalt and leave its tire on the ground, even on the angle. In very good agreement with the shock absorber, the homogeneity of the whole is remarkable. In addition, it is easy to adapt the front hydraulics while driving...! Good, we will avoid playing the sorcerer's apprentices. But a dynamic optimization remains quite possible. We can therefore take the RC at the very good pace of its mono vitamin without fear. On board, it is then a bit of a racing atmosphere and we appreciate these open half-handlebars leaving good control of the machine. Promoting downforce, it helps to drive the 390 Sport with enthusiasm and control. And without fatigue, because the machine is also very liveable on longer routes.
Under the tonic push of the block, it never lacks life. The fourth report is the most useful. And we do not knit that much of the selector, proof of good engine availability. It is of course between 7 and 9,000 revolutions, on the peaks of torque then power that the mill best flatters its pilot. But the mechanics are tasty over a wider range. From 6,000 to 10,000 revolutions, breaker, it makes the Austrian roar in all efficiency. In its road ballet, the RC can fortunately count on its braking system which is as efficient as it is flexible. What, again, highlight the effectiveness of the suspensions. The mass transfer is not very sensitive and the fork's dive is immediately regulated at the start of the race. In addition, taking the lever in a curve leaves the machine almost neutral, without freezing or straightening the direction. And as the quickshifter and the anti-dribble clutch box in unison, you enter the gears in the blink of an eye to stay in the optimum torque zone when reviving. It is in the tight sequences that we appreciate the other advantage of KTM: its lightness of the cycle part. Greatly optimized, it gives the RC 390 and its pilot a very special ease when changing angles. With its new rims, the sportswoman gains a new set of legs to dodge pins and pif bam with a lively left-right rocker. The road would almost mix up the bends.
Rigid, the sporty light weight is placed in a block on the angle and dives to the rope without effort. The guidance is done by eye and the machine leaves all the attitude to its pilot to correct his line. Stable, the katoche awaits your signal to make its single-cylinder roar with precise and smooth acceleration. Under the blows of the pistons, the rubber of the ContiRoad takes wrinkles, but holds at all times to follow the vigor of the engine and the rigor of the whole. The rear drive envelope perfectly to spin the sparkling RC towards ever more sporting adventures... A tight and strong route like a transalpine coffee... Are you tempted?
Autodromo Di Modena
On the straight line of the Italian track, between two gear changes, I can only admire the work done by KTM on its new RC 390. Track efficiency is remarkable, especially on this circuit which is highly adapted to the performance of the Austrian. Over 2,068 meters, this loop aligns 11 bends (8 to the right, 3 to the left) including very tight curves, over a width of 12 meters.
The lowest gear is third even if once or twice you might be tempted to enter 2nd gear. The pit straight leads to the first straight where you can get in hard on the brakes. The mono boosts strongly towards the bumpy sequence 2 and 3. Be careful at the start of the session with our new and cold road-type tires... I almost got caught on the front. It's the next triple where the RC shows its maneuverability, especially in this gooseneck of turn 6. The speed is low and you have to go from one corner to another as quickly as possible. What she knows how to do with mastery. Rigid chassis, high quality suspensions, contained weight and lightened rims make the KTM fly above the asphalt. Above all, do not force your mount, that is the secret.
As the sessions follow one another, I manage to put in place this flowing piloting necessary for efficiency at the handlebars. Cornering speed is of course the key. Especially in the second part of the Modena turnstile. Get in hard on the right and only come to the rope of the 8 at the latest to sting just as quickly on the next long left. We keep the gas on the angle, again appreciating the stability of the machine and the precision of the injection. Once broken in and warm, the Contiroads prove to be very efficient. However, to make pendulums, more incisive and safe rubbers will be mounted. The MTC gives complete satisfaction and regulates any slips.
A quick break to highlight the liveliness of the cycle part again and we change sides for a long straight leading to the last tight curve commanding the straight. At the end of it I particularly appreciate the feel of the track, the feel of the front axle and powerful and adjustable braking. Under the bite of the front caliper, the fork, once adjusted, perfectly regulates its sinkage. Sometimes perfectible in upshifts, the quick shifter is faultless in downshifts and the anti-dribble easily swallows 3 of them. We then throw the RC into a turn, still on the brakes. Attention, the engaged Supermoto mode cancels the ABS in curve. But the deceleration is clearly controlled. With the rear stalled, the sporting dynamics are revived again in the tonic tremolo of its exhaust.
KTM had prepared an even more invigorating surprise for us: a competition RC 390 prototype... Standard fork, but sharp settings, top-of-the-range rear shock absorber with separate tank and raising the machine, exhaust line without catalytic converter, petrol competition, Brembo race pads, no ABS or MTC and slick tyres. Yeah, a real racing wheel which says a lot about the claims of the brand with this machine. We are entitled to 4 rounds.
From the start, it's an auditory orgy. The RC 390 sounds great and looks track hungry. Higher and more leaning forward, it melts into bends with amazing naturalness. Its slick rubbers and its engine freed from any hindrance make it a different machine. Impressive. The revving is much more sustained and you have to change gear in certain sectors as the speed is higher. And braking...! With each sustained deceleration, the rear rises in the air... What a shock, what a panard! This ultimate version is a twirling delight. Unfortunately too short.
Chassis
With its top-of-the-range suspensions and its lightened wheels, the KTM RC 390 is a ballerina for tracks and roads, flying over the asphalt. Reduced weight, rigid chassis and high-performance tires complete this ideal picture to make the sports katoche a mount of choice.
Braking
Powerful, radial-mount front caliper delivers a clean attack. The deceleration is then perfectly adjustable at the lever and the ABS is on standby. The decelerations on the angle have no influence on the behavior of the machine. The rear element is just as flexible, providing additional guidance, especially on the road at a good pace.
Comfort/Duo
Combining comfort and efficiency, the suspension and seat give the KTM RC 390 the behavior of a versatile sports car. Its geometry without excess and suitable ergonomics provide good comfort on a daily basis.
Consumption
3.9 liters at the on-board computer, i.e. more than 350 km in theory and without dragging... I drank long before her, especially on the circuit at almost 30°C . Sobriety remains a major argument for this single cylinder which, however, does not lack personality. When driving cool, 3.5 liters are possible.
Video test of the KTM RC 390
Conclusion
Uncommon in this segment at this level of equipment and performance, the KTM RC 390 sets a new standard for small sports cars. If the engine dynamics always delight, its leading cycle part, a significantly expanded electronics for a small motorcycle and its manufacturing quality boost the novelty. All of this ensures that Mattighofen's latest creation is a potential market leader. Especially since these competitors seem temporarily out of the catalog.
Thus, the Kawasaki Ninja 400, priced at €6,199 and the Yamaha R3 asking for €5,899 should return to Euro5 standards and with surely prices adjusted upwards. Their twin-cylinder engine gives them a little more flexibility at low revs, but in no way more performance. On the contrary, the single-cylinder KTM even has the luxury of being more available and torquey! The Austrian is even at the level of a Honda CB500R (€7,099)! Liveliness and lightness in addition.
Offered in its latest version at €6,099, the new RC 390 has not yet set its price due to the vagaries of import costs. The Adventure being placed at €6,699, I imagine a price of €6,899 for the sports car. If its displacement seems small, its capacities challenge larger machines.
Always amazing in terms of mechanics, the KTM mono finds a setting to match its sportiness in the new RC 390 chassis. Packed with fun, the mini GP-replica is a joy on the track and on the road. Versatile, it will even be appreciated on a daily basis in Racing Comfort mode. Expensive, the KTM RC 390 is certainly worth the money it claims and will give you back in pleasure what it asked for in finances. A real dancer!
Highlights
Weaknesses
The technical sheet of the KTM RC 390
Test conditions
Tester equipment
Standard equipment