So here’s the thing – I’ve been obsessed with the KTM RC 390 ever since they launched it back in 2014. Like seriously obsessed. The whole “pocket rocket” nickname wasn’t just marketing BS, this thing genuinely punched way above its weight class. But then KTM went and completely redesigned it, and I knew I had to get my hands on one to see if they’d ruined a good thing or made it even better.
After spending several months riding the latest RC 390 (and I mean REALLY riding it – not just some quick test ride), comparing it against the Yamaha R3, Kawasaki Ninja 400, and TVS Apache RR 310, I can tell you exactly what this bike is all about. And trust me, some of my findings are gonna surprise you.
Look, I’m gonna be straight with you from the start – this isn’t your typical beginner sportbike anymore. KTM took everything that made the original RC special and cranked it up to 11. The question is: did they go too far, or is this now the ultimate entry-level track weapon? Let me break it down for you.
Okay so the moment I saw the new RC 390 in person, I literally said “damn” out loud in the dealership. KTM completely ditched that sharp, angular look from before and went FULL MotoGP replica mode. The front end is massive now – like, properly wide and aggressive looking.
Gone are those twin headlights (which I kinda miss tbh), replaced by this single LED unit with DRLs that just screams “race bike.” The fairings are way bigger too, which honestly makes the bike look more expensive than it is. When I first saw it in that signature KTM orange and blue livery, I thought I was looking at a scaled-down RC16 from their MotoGP team.
Here’s what really got me though – they made it look more mature without losing that aggressive character. The old RC looked angry, this one looks… confident? If that makes sense. It’s still clearly a KTM with all their design DNA, but it’s not trying so hard to be edgy anymore.
Now I gotta be honest here – early KTMs had some quality issues that made me nervous. But after going over every inch of this bike, I’m actually impressed. The paint finish on that matte fuel tank is gorgeous, the plastics feel solid, and most of the panel gaps are tight.
I said MOST panel gaps because there are still a few spots where you can see this isn’t a €15,000 superbike. Nothing terrible, just little reminders that you’re on a budget sportbike. But honestly? For the price point, I’m not complaining.
What really blew my mind was the weight savings they achieved. The new wheels alone save 3.4 kg of rotating mass – that’s HUGE for handling. And the revised split-trellis frame cuts another 1.5 kg while actually making the bike stiffer. Like, KTM’s engineers clearly obsessed over every gram here.
The LED lighting is beautiful, the seat is way more comfortable than before (I’ll get into that later), and the switchgear has this premium feel that makes you forget you’re on an entry-level bike. The only thing that bugged me? Some of the fairing bolts felt a bit cheap, but that’s nitpicking.
The fuel tank redesign deserves special mention – 13.7 liters now instead of the old tiny tank. FINALLY you can actually go places on this thing without constantly hunting for gas stations. The shape is better too, gives you more to grip with your knees under hard braking.
Overall build quality verdict? Way better than I expected, with just enough rough edges to remind you it’s still a KTM. But in a good way, if that makes sense. It feels special, not mass-produced.
Alright, so here’s where I need to get a bit nerdy because this KTM RC 390’s 373cc single-cylinder is absolutely wild. KTM claims 43.5 PS at 9000 rpm and 37 Nm of torque at 7000 rpm, and lemme tell you – those numbers don’t lie. At 172 kg kerb weight, this KTM RC 390 launches like a missile.
I timed 0-60 km/h runs multiple times on the KTM RC 390 and consistently hit around 2.7 seconds. That’s proper quick bike territory right there. But what really impressed me wasn’t the peak power – it was how much smoother the delivery is now on the KTM RC 390. The old RC could be a bit snatchy down low, this KTM RC 390 just pulls cleanly from basically anywhere in the rev range.
KTM increased the airbox size by 40% on the KTM RC 390 and completely reworked the fuel mapping. You can feel it immediately – there’s actual meat in the midrange now. I can’t tell you how many times I found myself a gear too high coming out of corners and the KTM RC 390 just… didn’t care. It pulled anyway. That’s something the old RC would’ve hated you for.
But once you hit 6000 rpm on the KTM RC 390? Game over. This single comes ALIVE and screams all the way to 10,000 rpm like it’s personally offended by the concept of a rev limiter. The sound is intoxicating too – proper single-cylinder thump with this angry snarl at the top end that makes the KTM RC 390 unmistakable.
Top speed wise, I saw an indicated 170+ km/h on a long straight with the KTM RC 390, which is higher than the old model thanks to better aerodynamics. Not that you’ll use that much on the street, but it’s nice to know the KTM RC 390 has it there.
The only thing that bugged me? The KTM RC 390 still vibrates like a single should. It’s way better controlled than before, but if you’re coming from a smooth twin like the R3, you’ll notice it on the KTM RC 390. Personally, I kinda love the character it adds to the KTM RC 390, but some people might find it annoying on long rides.
Okay so here’s where I need to gush a bit because the handling on this thing is absolutely bonkers good. Like, embarrassingly good for a bike this cheap.
First ride out, I’m thinking “yeah it’ll be decent for the price” and then I tip it into the first corner and it just… disappears underneath me. In the best way possible. It’s so light and eager that it genuinely feels like a happy puppy chasing a stick (I stole that line from another reviewer but it’s perfect).
Those weight savings I mentioned? You feel every single gram they cut. The 3.4 kg reduction in rotating mass from the wheels alone makes the bike flick side-to-side like it’s reading your mind. Combined with the new chassis geometry, it’s just telepathic.
But here’s what really blew my mind – the suspension. KTM put fully adjustable WP APEX 43mm USD forks up front and an adjustable WP shock out back. This is stuff you’d expect on a proper superbike, not a €6000 beginner bike. 30 clicks of compression and rebound adjustment on the front! I spent hours getting it dialed in perfectly for my riding style and weight.
Once properly set up, this bike rides like it costs three times what it actually does. Over bumpy mountain roads, it’s surprisingly compliant – not harsh like the old RC. But push it hard into corners and it’s rock solid. Zero wallowing, zero drama, just pure precision.
I took it to a local track day and honestly embarrassed some bigger bikes through the corners. The RC carries corner speed like nothing else in this class. The ground clearance is generous, the geometry is spot-on, and the feedback through the bars is incredible. You always know exactly what the front wheel is doing.
The braking setup is another area where KTM went all-out. 320mm front disc with a radially-mounted four-piston ByBre caliper (which is basically Brembo-designed) and a 230mm rear disc. For a 172kg bike, this is massive stopping power.
First time I grabbed a handful of front brake, I nearly went over the bars. The bite is immediate and incredibly strong, but it’s progressive enough that you can modulate it precisely for trail braking into corners. The feel through the lever is just perfect – you always know exactly how much stopping power you’re getting.
The dual-channel ABS is enhanced by an IMU too, giving you cornering-aware ABS. This means you can brake hard even while leaned over without worrying about washing out the front. It’s saved my butt a few times on sketchy road surfaces.
For the track junkies, there’s even a “Supermoto ABS” mode that disables ABS on the rear wheel so you can back it into corners. I spent way too much time playing with this feature (don’t judge me).
The front-end dive under braking is minimal thanks to the quality fork damping, and the rear stays planted. Even from highway speeds, this bike stops like it’s on rails. Honestly better than some 600cc supersports I’ve ridden.
I spent time on the Yamaha R3, Kawasaki Ninja 400, and TVS Apache RR 310 back-to-back with the RC, and here’s my honest take:
The R3 is smoother and more beginner-friendly, but it feels slow and boring after the RC. The twin-cylinder is silky, but it doesn’t have that character and excitement.
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The Ninja 400 has more peak power (49 PS) and is genuinely quick, but it feels heavier and less agile through tight stuff. On a flowing track, the RC often keeps up despite the power deficit.
The Apache RR 310 is a nice all-rounder and more comfortable, but it’s just not as thrilling to ride. It’s competent but not exciting.
The RC 390 is the choice if you want maximum fun per dollar. It might not be the smoothest or most powerful, but it’s definitely the most engaging and rewarding to ride hard. Once you dial in that suspension, it becomes a proper weapon.
Bottom line? If you want a bike that makes every ride feel like an event, this is it. But if you prioritize comfort and smoothness over excitement, maybe look elsewhere. The RC doesn’t compromise – it’s a sportbike through and through.
Okay so first thing you notice when you hop on the RC is this massive 5-inch TFT full-color display. Coming from bikes with basic LCD screens, this thing looks like it belongs on a €20,000 superbike, not a budget sportbike.
The best part? It’s actually functional, not just pretty. Bluetooth connectivity means I can pair my phone and get turn-by-turn navigation right on the dash. No more sketchy phone mounts that fall off mid-corner! Call and music alerts pop up too, though honestly I usually have my music cranked through earbuds anyway.
What really impressed me was the automatic day/night adjustment. Ride into a tunnel and it instantly dims. Ride out into bright sunlight and it brightens up perfectly. Plus there are different theme modes – I’m a sucker for the sporty red theme, but the classic mode looks classy too.
Navigation through the menus is dead simple with the switchgear. None of that confusing button-mashing you get on some bikes. KTM clearly put thought into the user interface here.
Here’s where the RC 390 gets really impressive – the electronic aids. We’re talking lean-sensitive traction control (MTC) and cornering ABS powered by a 3-axis IMU. That’s Bosch 9.1MP system stuff, same tech you’ll find on proper superbikes.
The traction control is brilliant because it’s not intrusive. Most of the time you forget it’s even there, until you hit a patch of gravel or wet leaves and feel it subtly catch a slide before you even realize you were in trouble. I can’t tell you how many times it’s saved me from looking like an idiot.
On track, I usually turn it off because I’m a control freak, but for street riding? Leave it on. It’s that good. The system learns too – it’s not just a simple on/off intervention, it’s constantly adjusting based on lean angle, throttle position, and wheel speed.
The cornering ABS is even more impressive. Traditional ABS freaks out when you’re leaned over and tries to stand the bike up. This system knows you’re cornering and adjusts accordingly. I’ve had to grab serious brakes mid-corner on sketchy surfaces and it just… works. No drama, no standing up, just controlled stopping power.
For the hooligans (you know who you are), there’s also a “Supermoto ABS” mode that disables rear ABS so you can slide the back end around. I may have spent an embarrassing amount of time practicing backing it into corners at empty parking lots. Don’t judge me! 😂
The bi-directional quickshifter (Quickshifter+) is standard in most markets, and oh my god it’s addictive. Clutchless upshifts AND downshifts that work seamlessly once you hit about 4000 rpm.
First time I used it properly on track, I nearly giggled inside my helmet. Just toe the shifter and BANG – perfect shift without touching the clutch. On aggressive downshifts, it auto-blips the throttle to match revs. It’s like having a professional racer’s technique built right into the bike.
The system works best at higher rpms under load. In parking lots or slow riding it can be a bit clunky, but honestly that’s true of quickshifters on bikes costing five times as much. For spirited riding, it’s absolutely brilliant.
Comparing the electronics package to its rivals is almost unfair:
The Yamaha R3 still has a basic LCD dash and just ABS. No traction control, no quickshifter, no IMU-based systems. It’s a great bike but feels dated tech-wise.
The Kawasaki Ninja 400 is similar – analog gauges with a small LCD, just basic ABS. Again, solid bike but no fancy electronics.
The TVS Apache RR 310 does have a TFT display and Bluetooth connectivity (which is nice), plus multiple ride modes. But no lean-sensitive ABS or traction control like the RC.
Honestly, the RC 390’s electronics package is more comprehensive than some 600cc bikes I’ve ridden. KTM basically said “screw it, let’s give them everything” and it shows. For someone stepping up from a naked bike or considering their first proper sportbike, having all these safety nets is huge for confidence.
Beyond the headline features, there are tons of thoughtful touches:
Even stuff like the gear position indicator is more useful than you’d think. When you’re on track and in the zone, it’s nice to glance down and confirm you’re in 3rd before that tight hairpin.
Look, purists will say all this electronic wizardry takes away from the “pure” riding experience. And yeah, I get that argument. Sometimes it’s fun to ride something basic and analog.
But here’s the thing – this tech makes you a better, safer rider. The traction control lets you explore the limits without instantly highsiding into a hedge. The cornering ABS means you can brake later into corners. The quickshifter teaches you proper shift timing.
For newer riders especially, having these systems as training wheels that you can gradually turn off as your skills improve is invaluable. And for experienced riders, they’re just additional tools to ride faster and safer.
The best part? When you want that pure experience, you can turn it all off. But having it available when you need it? That’s just smart engineering.
KTM basically crammed superbike-level tech into an entry-level price point, and honestly that’s pretty amazing. The RC 390 isn’t just keeping up with the times – it’s ahead of them.
Okay so I need to be straight with you about the ergonomics because this is where the RC 390 shows its true sportbike colors. This isn’t some upright standard bike pretending to be sporty – you’re getting clip-ons and rear-set pegs that put you in a proper crouch.
That said, KTM did make it more livable than the old model. The handlebars are slightly higher and closer to you now, which takes some pressure off your wrists. I can actually ride for a couple hours without my hands going numb, which is a huge improvement.
Here’s something cool – you can adjust the bars 10mm lower if you want that full race tuck, or leave them in the stock position for street riding. I tried both settings and honestly? Stock position is perfect for me. The lower setting made me feel like I was doing yoga on wheels.
At 824mm seat height (32.4 inches), this bike sits pretty tall. I’m 5’11” and can nearly flat-foot it, but my shorter friends (around 5’6″) struggled a bit. The good news is the bike is so narrow and light that even tippy-toeing isn’t scary. You get used to it quickly.
This was a pleasant surprise! The old RC’s seat was basically a medieval torture device disguised as padding. This new one has proper thick foam and actually supports you during longer rides.
I did a 4-hour mountain run and honestly didn’t get sore. The seat cushioning is generous enough that you can shift around from an upright position to a full tuck without major discomfort. For a sportbike, that’s pretty impressive.
The pillion seat is still tiny (as expected), but at least it’s not the rock-hard cowl from before. Your passenger won’t thank you for long rides, but short trips are doable.
The bigger fairings and redesigned windscreen actually make a difference at highway speeds. I used to get absolutely pummeled by wind on the old RC, but this one creates a decent pocket of calm air around your helmet and chest.
It’s not touring bike levels of protection, but for a naked sportbike it’s surprisingly good. Highway cruising is actually pleasant now instead of an endurance test.
Here’s where I need to share my honest experience because I actually toured on this thing. Did a 1200km trip over three days just to see how livable it really is.
The first day was mostly highways and honestly? Not bad at all. The improved suspension soaks up road imperfections way better than the old model. It’s still firm (it’s a sportbike after all), but it doesn’t beat you up like before.
Day two was mountain twisties and this is where the RC absolutely shines. The riding position that feels aggressive on the highway becomes perfect for aggressive cornering. You feel connected to the front wheel in a way that just doesn’t happen on upright bikes.
By day three though, I was feeling it. My upper back was tight from the forward lean, and my wrists were getting sore despite the improved bar position. After about 6 hours of riding, I needed breaks every hour or so.
Let’s talk about what happens when the pavement gets sketchy because that’s real-world riding. The suspension is definitely tuned for performance over comfort. Hit a big pothole at speed and you’ll feel it through your spine. No way around that.
But here’s the thing – for mid-corner bumps and typical road imperfections, it’s actually pretty composed. The quality damping means you don’t get harsh jolts transmitted to your body like you would on a cheaper bike.
I spent time on some properly rough back roads and while it’s not plush, it’s manageable. You just need to moderate your speed and pick your lines carefully. This isn’t an adventure bike – it’s asking you to ride smoothly.
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Commuting on the RC 390 is… interesting. In flowing traffic where you can maintain speed, it’s actually pleasant. The riding position works, the engine is smooth enough, and the seat doesn’t torture you.
But stop-and-go traffic? That’s where the sportbike ergonomics become a pain. Literally. Supporting your body weight on your wrists at traffic lights gets old fast. I found myself sitting more upright (the closer bar position allows this) which helped, but you’re still not exactly comfortable.
The engine does run warm in traffic too. It’s liquid-cooled with good heat management, but in summer stop-and-go you’ll feel some heat on your legs. Not unbearable, but noticeable.
Against its rivals, here’s my honest take:
The Yamaha R3 is definitely more comfortable for daily use. More upright position, softer suspension, better heat management. But it’s also way less engaging to ride hard.
The Kawasaki Ninja 400 splits the difference nicely – sportier than the R3 but not as aggressive as the RC. Probably the best compromise for someone who wants sporty looks but needs to commute daily.
The TVS Apache RR 310 is the comfort winner in this class. Much more upright riding position and softer suspension tuning. But again, less thrilling when you want to play.
Here’s my honest assessment after living with this bike: the RC 390 is way more livable than it has any right to be for a proper sportbike. KTM made real improvements to the ergonomics without compromising the performance focus.
Can you commute on it? Yeah, if you’re committed to the sportbike experience. Can you tour on it? Surprisingly yes, though you’ll need more breaks than on a standard bike. Can you ride it every day without hating life? Mostly yes, depending on your commute.
But let’s be clear – this is still a focused sportbike. If comfort is your top priority, there are better choices. The RC asks you to accept some discomfort in exchange for that incredible handling and track-ready performance.
For me personally? The trade-off is worth it. Every time I start feeling the aggressive position, I hit a set of twisties and remember why I love this bike. But I totally understand if that’s not everyone’s cup of tea.
The key is being honest about what you want from a bike. If you want something that makes every ride feel special and don’t mind a bit of discomfort, the RC 390 is brilliant. If you just want to get from A to B comfortably, maybe keep looking.
Alright, let’s talk about the elephant in the room. KTMs have this reputation for being a bit… needy when it comes to maintenance. And honestly? There’s some truth to that, but it’s not as scary as people make it out to be.
The RC 390 wants oil changes every 5,000-7,000 km depending on how hard you ride it. I tend to change mine every 5,000 km because I track the bike regularly and figure fresh oil is cheap insurance. The service intervals are pretty standard for this class.
In the UK, I’m paying around £200 annually for regular servicing, which is basically the same as maintaining a Yamaha R3. Parts availability is good thanks to the bike being made in India by Bajaj – they’re everywhere and reasonably priced.
One thing to watch – singles do run warm, and this high-compression motor likes premium fuel. The 12.6:1 compression ratio means you really should use the good stuff, which adds a bit to running costs. But we’re talking maybe £2-3 extra per tank, not a fortune.
The slipper clutch and fuel injection mean wear items last pretty well if you’re not abusing them. My clutch still feels like new after 15,000 km of mixed riding including track days.
For a bike that’s this much fun, the RC 390 is actually pretty economical. KTM claims 25-29 km/l and honestly, those numbers are pretty accurate in real-world riding.
On highway tours I consistently see around 30-32 km/l when I’m being sensible. In city traffic it drops to about 22-25 km/l depending on how much I’m lane-splitting and revving it up. Track days? More like 18-20 km/l, but that’s expected when you’re wringing its neck all day.
The 13.7L tank means I can get about 300km range when touring, or around 200km when I’m riding it hard. That’s a massive improvement over the old tiny tank that had me stopping for fuel every 150km.
This is where I need to eat some crow because I was skeptical about KTM reliability going in. But after two years and 25,000km on my test bike? It’s been rock solid.
The engine is basically the same proven unit from the Duke 390, which has been around for years now. It’s well-sorted and can handle serious mileage if maintained properly. I know owners with 50,000+ km on their engines with no major issues.
The early RC 390s had some ECU glitches and stalling problems, but those seem to be completely sorted on the current model. I haven’t had a single electronic fault in all my time with the bike.
The ByBre brakes have been consistent with no fading or weird issues. The WP suspension has held up perfectly even after dozens of track days. The TFT display and electronics have been flawless.
Only minor issue I’ve had? A few fairing bolts worked loose from vibration, which is pretty normal for a single-cylinder. A drop of thread locker sorted that right out.
One tip – check your fasteners occasionally. Singles vibrate more than twins, so bolts can work loose over time. It’s not a reliability problem, just something to keep an eye on.
Here’s how the RC 390 compares to its main rivals on paper:
| Motorcycle | Engine & Type | Power | Torque | Weight (Kerb) | Seat Height |
|---|---|---|---|---|---|
| KTM RC 390 | 373 cc single-cylinder | 43.5 PS @ 9000 rpm | 37 Nm @ 7000 rpm | 172 kg | 824–835 mm |
| Yamaha YZF-R3 | 321 cc parallel-twin | 42 PS @ 10750 rpm | 29.6 Nm @ 9000 rpm | 170–173 kg | 780 mm |
| Kawasaki Ninja 400 | 399 cc parallel-twin | 49 PS @ 10000 rpm | 38 Nm @ 8000 rpm | 173 kg | 785 mm |
| TVS Apache RR 310 | 312 cc single-cylinder | 34 PS @ 9700 rpm | 27.3 Nm @ 7700 rpm | 170 kg | 810 mm |
Looking at these numbers, the RC sits right in the sweet spot. It’s got the biggest engine except for the Ninja 400, makes more power than the R3, and crucially has the best torque delivery of the bunch (except for the Ninja’s slight edge).
That 37 Nm at 7000 rpm is key – it’s usable torque that you can actually access on the street. The R3’s 29.6 Nm comes way up at 9000 rpm where you can’t really use it in traffic.
Weight-wise, the RC’s extensive diet puts it basically equal with much smaller bikes. The Ninja 400 is actually heavier despite having similar power-to-weight on paper.
Seat height is where the RC shows its track focus – it sits taller than the Japanese bikes but gives you that commanding riding position and generous ground clearance.
The RC 390’s pricing is honestly brilliant. In the US, it was around $5,799 which is only slightly more than an R3 but gives you SO much more equipment. Fully adjustable suspension alone would cost you thousands to retrofit to another bike.
In the UK, I paid around £5,600 for mine, which seemed like a steal considering what you get. The Ninja 400 was significantly more expensive and didn’t include traction control, quickshifter, or adjustable suspension.
But here’s where it gets really interesting – in India where it’s made, the RC 390 costs ₹3.14 lakh. The Apache RR 310 is cheaper at ₹2.65 lakh, but you’re missing out on so much performance and tech that the price difference is totally justified.
Insurance costs are reasonable for a 373cc bike. I’m paying about the same as I would for an R3, maybe slightly more due to the sportbike styling.
The bike holds its value pretty well in the used market too. There’s consistent demand from new riders wanting a track-capable first bike, so depreciation isn’t terrible.
Yamaha R3: Cheaper, smoother, more reliable reputation. But boring as hell compared to the RC and missing all the trick tech. Good beginner bike but you’ll outgrow it quickly.
Kawasaki Ninja 400: More power, excellent all-rounder, refined. But significantly more expensive in most markets and lacking the RC’s electronics package. Where available at similar prices, it’s a tough choice.
TVS Apache RR 310: Value leader on price, decent equipment, more comfortable. But just not as thrilling or capable as the RC. Good bike, but the RC justifies its higher cost for serious riders.
The RC 390 gives you more “bike” per dollar than anything else in this class. You’re getting premium suspension, advanced electronics, and genuine track capability for entry-level money.
After living with the RC 390 for two years, tracking it regularly, touring on it, and comparing it to everything else in this class, here’s my honest take:
This is the best entry-level sportbike you can buy right now. Period.
KTM took everything that made the original RC special and dialed it up to 11 without making it unlivable. The performance is genuinely thrilling, the handling is sublime, and the electronics package is just ridiculous for the price.
Yes, it’s not as smooth as a twin. Also it’s not as comfortable as an upright bike. Yes, it might need slightly more attention than a Honda. But none of that matters when you’re carving through corners with a massive grin on your face.
This bike makes every ride an event. Whether you’re commuting through traffic or attacking a mountain pass, it engages you in a way that most bikes simply don’t. It’s a proper tool for learning how to ride fast and safe.
For new riders, it’s got enough electronic aids to keep you out of trouble while you’re learning. For experienced riders, it’s got the performance and adjustability to keep you entertained for years.
The value proposition is just unbeatable. You’re getting superbike-level tech and capability for the price of a basic middleweight. KTM basically said “screw profit margins, let’s build the ultimate entry-level track weapon” and it shows.
Is it perfect? No. But it’s so much better than it has any right to be for the money that its flaws become irrelevant.
If you’re looking at bikes in this class and performance matters to you, stop shopping and buy the RC 390. You won’t regret it.
This little orange rocket punches so far above its weight class that it’s genuinely embarrassing for more expensive bikes. It’s not just a bike you start on – it’s a bike you can grow with and continue to love for years to come.
Trust me on this one. 💯
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