KTM RC390

KTM RC390

Introduction

Last Wednesday was a wake-up call, but not like the regular  ‘beep beep’ from the alarm clock or shout from an angry dad that makes you get up yawning and rubbing your eyes. This was more like a smash in the head with a war hammer – it has been over eight years since I last bought a motorcycle and close to a year since I have spent serious amount of time with one.

Twenty minutes with the KTM RC390 at the Bajaj test track were all it took to remind me of everything that I have missed and an empty bank account is the only thing stopping me from buying a new motorcycle right now. It feels like I am out of a slumber and the biking world around me has suddenly changed. The RC390 is perhaps the best example to talk about the maturing Indian market – it is bold, exciting and unlike most bikes made in India, does not even attempt to be a one stop solution for all your needs.

I will definitely buy a new motorcycle in the next couple of months and the RC390 is one of the shortlisted options.  There is no denying that this is a brilliant motorcycle, the question is should the buying decision be made based on what appeals to the heart or to the head?

 

Looks & Styling

The RC390 is the most striking motorcycle ever made in India. Now I am being extremely careful in selecting the adjective – I do not think it is beautiful or pretty or anything on those lines. No doubt it is attractive; but its appeal comes from the menacing aura it possesses.  The RC390, to me, is like Bruce Lee, not many would have called him pretty but watching him in glory was a sight no one could resist.
      
KTM built a sport bike and its design plays the part perfectly. From every angle the RC390 looks sporty and aggressive. The devil lies in the details though – look at each aspect separately and more than a few may seem like an eye sore. The front for example has sort of a beak below the headlamp that looks out of place; although the twin projector headlamps, day-time running lamps and the transparent front fairing with integrated windshield look brilliant. The angular rear view mirrors with integrated turn indicators are superb as well and the stubby front mud guard helps in adding some mass to the otherwise skinny front.

The side profile displays the full KTM colours, however contrary to the RC 200 that is dominated by black, the white and orange combination gets more weight here. The white colour makes the motorcycle look bigger than its sibling and uses the exact opposite vinyl colour combination. It seems that the RC390 has no pillion seat and instead gets a very stylish black rear cowl – but this very stylish-looking bit is actually a seat that is plush unlike the hard front seat pad. In fact, KTM has increased its thickness by 10mm purely for the Indian market. Getting into the details here won’t benefit much either; the tank looks small, the panel gaps too big, the excessive number of creases a bit unnecessary and the few exposed wires and cables should have been nicely tucked away behind the fairing.

The skeletal rear section that shows off the powder-coated orange trellis frame chassis not only saves cost by reducing the number of fibre parts, but also gives it a hooliganish appeal like the Duke. The LED tail lamps is the most beautiful feature of the RC series of motorcycles and unfortunately, their position is such that they will be extremely dirty if you remove the tyre hugger.

The RC390 is unlike any other motorcycle in India – err…, with exception of the RC 200 of course. Its looks are controversial. Whether you like it or not is immaterial against the fact that it will grab your attention almost all the time.

 

Engine & Performance

We have few fully-faired entry-level motorcycles in India and it is the motor of the RC390 that sets it apart. Comparing its performance with other sub Rs 2.5 lakh bikes is like comparing an eagle with pigeons or crows just because they can fly.

The 373cc single-cylinder engine is good to deliver 43bhp at 9,000rpm and a brilliant 35Nm at 7,000rpm. It is fast – the 0 to 100kph in sub-5 seconds in real world puts it in sportscar territory; brilliant for a motorcycle that is cheaper than the cost of the headlamp console of cars that can manage it. The actual numbers are marginally different from those of the Duke 390 and the weight has gone up by 20kg with the addition of the fairing. It doesn’t feel too different, although I am sure the VBox will certainly have a different story to tell.

One thing that you will certainly notice though, is that the power delivery is little more linear than the Duke, there is no immediate torque thrust of the line and there is a constant push till 9,000rpm. On the track, where we tested the bike, it reached triple digit speeds before we realised it. I comfortably made it to 165kph from a standstill in the 1.1km straight despite my relatively heavy frame.

‘Fast’ is a relative term. In comparison to everything available at that price point, the RC390 is extremely fast. However, it is nothing that will require much time getting used to. It will be unfair to expect anything similar to the performance of the twin-cylinder motorcycles with similar displacement.

The gear shifts required a little extra effort, but not something that I want to rant about after just 20 minutes on the track. The exhaust makes a nice throaty note like the Duke 390, it does not give an impression of a big bike, but gets attention nevertheless.

 

Ride & Handling

The riding position is not overtly aggressive; it has the manoeuvrability to putter around in city traffic, although it will be uncomfortable after a short while. Out on the track, the RC390 is a pure delight. Of course the ride is harsh with the minimal suspension travel and the thin pad that is supposedly the seat. In everyday routine it may be trouble; on the track though I didn’t give a damn.

The Duke 390 is absolutely brilliant around corners and a small change to the RC makes it even better. The rake angle is steeper by 1.5 degrees and it has a cascading effect on overall dynamics. For one, the handling becomes sharper and the feedback from the front wheel goes a notch up. Since the length of the swingarm is exactly the same, the overall wheelbase has reduced by 27mm making the RC more agile. Also KTM says that since the wheelbase has reduced it has inversely affected the ride height and eventually the centre of gravity, making it more flickable.
 
It is undoubtedly the most friendly motorcycle around the track after the Yamaha R15. With each lap, it will inspire you to go faster than before, not losing composure even if you fail to take the right line. A big chunk of the credit goes to the super Metzeler Sportec tyres that provide grip from the word go. Of course, their performance improves significantly with temperature, but even on my first lap the grip level was nothing less than astonishing. It also has ABS as standard, but we didn’t have an opportunity of testing it on the track.
 
The performance package of the RC390 is incredible for newbies – it handles extremely well and unlike the R15 has enough power that won’t bore you quickly

 

Equipment

The equipment list is wholesome. While some are upgrades from the lesson learnt via the Duke, few others could do with more attention. Cleaning the single piece transparent visor and the dust that will settle behind it is going to be a big pain. Similarly, if and when someone sits as a pillion, using the stock grab handles is going to be inconvenient. Fortunately for the Indian customers, there is an additional grab handle for the pillion due to the regulations.  

The foot pegs are forged and should not break in case of a light fall, also the design on the rear pegs is altered so that they fold-in at impact. The tank is sleek and I found it a bit difficult to get a firm grip, it is not a big issue though and can be easily fixed with tank pads. My biggest concern is the mirrors with turn blinkers, they look nice but they are going to break at some point on the Indian roads and the cost of replacing them is certain to burn a hole in your pocket.

 

Verdict

A race track is the spiritual home of the RC390 and it should visit it often. The RC won’t be too much trouble on the city roads either if the durations are short (or you are riding to a race track!).
The performance is optimum for the Indian conditions. It is a perfect upgrade from the Yamaha R15 or even as a beginner’s bike before upgrading to more powerful (and expensive) supersport motorcycles. It is a single- minded machine capable of plastering a smile on your face every time it takes a corner.
Problem this creates for me is that it will be used, at best, twice a month, when I have an opportunity of hitting the twisties. I will then rather pick a motorcycle that will be a jack of all trades and let me enjoy at least a few moments of my 22km everyday commute. But for the Duke 390, the RC would have been my choice; it offers almost similar performance without an aggressive riding posture.
The RC is a compelling choice if access to the race tracks and twisty sections is not a problem, this is apart from the strong case it puts forth for the looks. In my case though, practicality will prevail; though the better solution will be if I could just afford to buy two motorcycles!