That, dear reader, is what we will discuss. The downsizing makes sense for the motorcycles on which the margin is already thin, such as the Dominar 400 and the Pulsar NS400Z. However, motorcycles such as the KTM 390 Duke and the 390 Adventure are already premium products, and there exists a perfectly capable 250 variant, which should have seen enough without KTM trying to shoehorn the 350 variants in between the 250s and the 390s. 

However, the most egregious misstep in our opinion seems to be the Triumph motorcycles, and unfortunately, the largest number of victims does seem to occupy the British branch of the family tree. We feel that instead of downsizing the engines, Bajaj should have straight-up increased the prices across the board, which would have added more exclusivity to the already prestigious marque. Furthermore, Bajaj should have increased per-unit profit on the Triumph bikes to compensate for the slightly lower sales numbers due to higher prices. That would have taken care of the overall bottom line of the company, without hurting the brand image of Triumph.

For a long time, manufacturers that have treated Indian customers as second-class citizens have suffered in the Indian automotive market, which, while price-sensitive, is a lot more ego-sensitive, and the moment the customers feel they are being shortchanged by a brand, there occurs a mass exodus—look at the fate of General Motors and Ford. Specifically a counterpoint to the downsizing idea, the newly unveiled Harley-Davidson X440T fixes the much-talked-about tail section design, but commands a sizable premium over the regular model. Despite this, the X440 and X440T are managing to find an audience. Furthermore, the Royal Enfield Guerrilla 450 Apex proves that an ex-showroom price of ₹2.5 lakh on a 350cc+ premium motorcycle can be made profitable.

Whether Bajaj’s downsizing pivot is successful or not, only time will tell. However, even if it is successful, it may have done some damage to the premium brand perception of Triumph, which has had the highest aspirational value among the Bajaj-KTM-Triumph trifecta. Now, however, as Bajaj never did increase the prices of the 400cc models, and is selling the 350cc ones at similar prices, there is a real risk of customers feeling shortchanged, which may do more harm than good in the long run.

The post Atomic Habits – Bajaj downsizes a plethora of motorcycles to 350cc first appeared on Turbocharged.

​Powering the KTM 990 RC R Track is the 947cc liquid-cooled parallel-twin engine, which produces 135PS and 105Nm, a bump over the power figures of the standard 990 RC R. The track-only variant features an Akrapovic exhaust, which helps keep the weight low. Additionally, KTM has revised the gear ratios with a longer first gear and shorter sixth gear to improve acceleration and top speed.

​To improve the dynamics of the 990 RC R Track, KTM has stripped the motorcycle of everything that is on a road-legal motorcycle. For example, head lamp, turn indicators, mirrors and side stand. The Austrian bike maker has also used simple electricals and overall 14kg of weight has been reduced. This makes the motorcycle quicker on its feet and improves the overall performance.

​The 990 RC R Track gets fully adjustable WP Apex suspension and Brembo Hypure brake calipers with twin 320mm front discs and a rear disc brake. The slick tyres are from Michelin, which are made for use on the track. The Track weighs 181kg (wet) when compared to the 195kg weight of the load-legal version.

​Apart from the capable hardware, KTM has given the 990 RC R Track an extensive package. It gets three riding modes which can be customised and fine tuned for throttle response, traction control, wheel slip, anti-wheelie, launch control and engine braking. The 4.2-inch TFT colour display displays lap information along with a pit-lane limiter and a bi-directional quickshifter, ensuring riders are ready for the track.

KTM has applied its MotoGP findings from its RC16 race bike to the 990 RC R Track. The motorcycle has an aggressive riding position and improved aerodynamics at high speeds, which is a prerequisite for track bikes. Additionally, there is a tall windscreen for riders to tuck in when riding on the track.

The post 2026 KTM 990 RC R Track Unveiled first appeared on Turbocharged.

​According to a report by 1000PS,  Bajaj, KTM’s new owner, is looking to set up its own design studio for KTM. This means Bajaj is not looking to spend money on outsourcing the designs. The report also claims that the in-house designers will not be based out of KTM’s factory in Mattigofen, but close to Kiska’s centre in Salzburg.

​According to Kiska’s CEO Julain Herget, there is a multi-year contract between KTM and Kiska, and thus the partnership will remain present. While KTM has sold its 20 percent shares in Kiska, it is ensured that KTM will have access to Kiska’s resources. However, the CEO also mentioned that its reliance on KTM was unhealthy as the company had taken a hit of $4.1 million just because KTM was strapped financially before Bajaj took over it. Kiska says that they will never again depend on a single customer.

​While the separation is less likely to hamper the designs of KTM’s motorcycles, it is to be seen if the upcoming models under development show any signs of straying away from its sharp design language. There is no word on it yet, but it could also mean Bajaj will make KTM step away from the MotoGP and Dakar racing, as it is an expensive sport. Millions of dollars are invested in developing new bikes and running the teams. However, it is highly unlikely for Bajaj to pull the plug on racing as KTM has had a global dominance on racing, especially in the gruelling Dakar rally.

The post KTM Parts Ways With Kiska Design first appeared on Turbocharged.

Although it appears that there is still time for these motorcycles to be production-ready, they are expected to be launched sometime this year. The 350cc engine is not going to be an all-new engine, but it is expected to have a smaller bore to reduce the capacity to 350cc from the existing 373cc single-cylinder engine.

​The reduction of the bore of the 373cc engine will also change its characteristics. This could essentially mean a linear and usable power output. It also means that the power figures will see a reduction from the current numbers. However, it is highly unlikely that there are going to be any mechanical changes to the motorcycle.

The post Bajaj to Launch 350cc Pulsar and Dominar first appeared on Turbocharged.

The new Adventure R is positioned between the entry-level 390 Adventure X and the top trim 390 Adventure S. Designed with off-road in focus, the major change on the Adventure R is the suspension, offering 230mm of wheel travel at both the front and rear. Ground clearance has also increased to 270mm, largely due to the new rear wheel setup.

The motorcycle retains the same LC4c engine, producing 46PS and 39Nm and rides on knobby tyres. There are two adjustable footpeg positions. With the launch of the 390 Adventure R, KTM aims to offer the buyers a more accessible alternative to the fully loaded 390 Adventure S.

The post KTM 390 Adventure R launched in India at ₹3.78 Lakh first appeared on Turbocharged.

Powering the RC 160 is a 164.2cc liquid-cooled single-cylinder engine which puts out 19PS and 15.5Nm and has a rev ceiling of 10,200rpm. It is paired with a six-speed gearbox with a slip-and-assist clutch. On paper, the RC 160 is the most powerful in its segment. The engine is mounted on a trellis frame and is suspended on 37mm upside down forks on the front and a monoshock at the rear. 

Features wise, it gets LED lighting, an LCD instrument console with support for navigation and dual-channel ABS with ‘Supermoto’ mode (switches of the rear ABS). Braking is performed by a 320mm front disc and a 230mm rear disc. Additionally, it has a 13.75 litre fuel tank made out of metal. It will be interesting to see how it rides, considering the fact that all the KTM motorcycles have great handling manners. If our experience with the 160 Duke is anything to go by, we are sure to come back impressed with the RC 160. 

The post 2026 KTM RC 160 Launched at ₹1.85 lakh first appeared on Turbocharged.

KTM had absorbed the GST increase on their motorcycles above 350cc last year, only recently announcing the price hike for the 390 range. The extended warranty and free accessories will work well as a bridge to the new prices, which have gone up. The biggest increase is about ₹27,000 for the standard 390 Adventure which is now priced at ₹3.95 lakh ex-showroom. 

Additionally, KTM has also confirmed its plans to launch the 390 Adventure R in India. The 390 Adventure R is a more off-road focused variant of the standard 390 Adventure, which gets longer travel suspension, higher ground clearance, and wheels and tyres geared toward off-road riding, making it easier to tackle rough off-road. Powering the 390 Adventure R is the same LC4C 399cc liquid-cooled single-cylinder motor which pumps out 46PS/39Nm and gets a six-speed transmission with slip-and-assist clutch. It also has electronics baked in, like a ride-by-wire system, ride modes, traction control, and the two-way quickshifter. 

Expect to pay a steep premium over the standard KTM 390 Adventure for the R, as the suspension will be imported from Austria rather than manufactured here. The regular 390 Adventure has already been very impressive in our interactions with it, while the 390 Enduro R has been great offroad, but limited by its small fuel tank and lack of wind protection. The 390 Adventure R will act as a great bridge between these two models in KTM’s Indian lineup, for those who have the skills to exploit it, but not the pickup truck to transport the 390 Enduro R to their favourite offroad riding location! 

The post KTM 390 Adventure Range Gets 10-Year Extended Warranty And Free Accessories first appeared on Turbocharged.

KTM Cup Season 3 is scheduled to begin on January 17, 2026 and will feature a structured racing format aimed at developing competitive riding skills. The season will include four zonal rounds across Delhi, Mumbai, Bengaluru and Guwahati, followed by a final round in Chennai.

Around 800 riders are expected to participate in the zonal rounds, with approximately 80 riders progressing to the final stage. The selection rounds will also include live stunt riding performance by KTM stunt rider Rok Bagoros. Winners of the season will receive an opportunity to attend the Austrian Grand Prix, including pit access and a visit to the KTM Motohall.

Apart from the KTM Cup Season 3 announcement, KTM  has also confirmed the arrival of the KTM Adventure Rally in India. The five-day rally is scheduled to take place from February 27 to March 3 along the western coast of India, with Goa as the host. Over 120 riders are expected to take part in the organised rally, which will focus on long-distance adventure riding and off-road training. The rally will be led by Chris Birch who is an eight-time New Zealand Enduro champion and Dakar Rally finisher. Birch will be riding alongside the participants providing hand-on guidance and sharing advanced off-road and endurance riding techniques.

As part of the India Bike Week experience, a dedicated KTM off-road track has been set up, allowing visitors to ride adventure and enduro motorcycles and participate in activities linked to the rally program.

The post KTM announces Adventure Rally debut and KTM Cup Season 3 at India Bike Week first appeared on Turbocharged.

KTM is on a roll lately. After the back-to-back launches of its adventure line up, it’s now gunning to disrupt the 160cc segment with its all new 160 Duke. Priced at ₹1.85 lakh it may be the smallest Duke in the KTM family right now but it packs the most power in its segment. So, is the KTM as impressive on the tarmac as on the spec sheet? Let’s find out.

Design-wise, the 160 Duke bears a strong resemblance to the 200 Duke. The low-slung headlamp, sharp tank extensions, and exposed trellis frame all fall in line with KTM’s aggressive streetfighter identity. But despite the familiar face, KTM has made several structural changes to make the bike lighter than its elder sibling. While the chassis looks identical from the outside, KTM has reduced the internal radius of the pipes to shave weight from the primary frame. The shift from a DOHC to a SOHC engine — a move that may spark debate among enthusiasts — has also helped the brand trim nearly a kilogram without compromising performance. The fuel tank capacity has been reduced from 13.5-litres on the 200 Duke to 10-litres here, further contributing to weight savings. As a result, the 160 Duke tips the scales at just 147 kg, making it the lightest Duke on sale today.

Equipment-wise, the 160 Duke comes with WP 37mm USD forks at the front (slightly slimmer than the 43mm units on the 200 Duke) and a 10-step preload-adjustable WP monoshock at the rear. To keep costs in check, KTM has opted for a 5-inch LCD display instead of a TFT. The screen supports Turn-by-Turn navigation, while smartphone connectivity is available as an optional add-on priced at ₹5,140. KTM says the module can be installed at any point during ownership, making it a convenient upgrade. The 17-inch wheels are borrowed directly from the RC 390, allowing KTM to mount the brake discs straight onto the rims without a base plate. Riders also get SuperMoto mode, which disengages the rear ABS for those who want a bit of sideways fun. Overall, the 160 Duke feels like a well-equipped package, particularly for younger riders or first-time buyers looking for a motorcycle that balances performance with the latest features.

At its core, the 160 Duke runs a 164.2cc engine that produces 19PS and 15.5Nm of torque — slightly higher than the Yamaha MT-15’s 18.4PS and 14.1Nm. This makes it the most powerful motorcycle in its segment. The motor is impressively torquey, delivering 80 percent of peak torque as early as 4,000RPM, which allows it to pull cleanly from low speeds without constant gear changes in city traffic. Thanks to its lightweight build, KTM claims a 0–60kmph sprint in just 4.5 seconds. Performance delivery feels smooth and well-mannered, without the jerky power delivery one might expect from a high-strung single. Heat management is also commendable, with the larger radiator borrowed from the 200 Duke keeping things under control even in stop-and-go conditions. KTM says, according to their survey results, the common problem with MT-15 is the heating issue which KTM, very intelligently, solved by slapping a bigger radiator than its competition. That said, vibrations do creep in around the 5,000RPM mark, most noticeable through the handlebar and footpegs. Still, overall refinement is solid, and the 160 Duke manages to strike an enjoyable balance of performance, tractability, and everyday usability. It’s a package that will especially appeal to younger riders looking for their first taste of KTM performance.

To make the 160 Duke more approachable for younger riders, KTM has dropped the seat height to 815mm — slightly lower than the 200 Duke’s 822mm. This was achieved by reducing the front suspension travel by 6mm. To compensate, KTM has fitted a straight handlebar with risers, ensuring that the riding posture isn’t overly aggressive. The result is a relaxed yet engaging stance, with a well-balanced rider’s triangle that feels natural both in the city and on twisty roads.

The newly engineered chassis is impressively agile, and its light weight boosts rider confidence, especially when shifting body position through corners. KTM has also tweaked the rake angle, which sharpens its handling, making it equally at home in traffic as it is on winding roads. Braking duties are handled by a radially mounted BYBRE caliper paired with a 320mm front disc, while the rear gets a 230mm disc with a floating caliper. The setup provides adequate bite and progression, which feels well-matched to the 164cc engine’s performance. Overall, KTM has managed to put together a very compelling entry-level package with the 160 Duke. It captures much of the look and feel of the 200 Duke, while keeping the price point within reach for younger buyers. With just a ₹16,000 premium over the Yamaha MT-15, the 160 Duke stands out as a worthy contender in the fast-growing 160cc segment. And importantly, it doesn’t just impress on paper — it delivers equally well out on the road.

The post 2025 KTM 160 Duke First Ride Review first appeared on Turbocharged.

I have been waiting for this motorcycle for a very long time and I am sure even you were. I have always been a fan of Adventure (ADV) motorcycles and have been riding them for years, but I’ve always preferred taking them off the road rather than saddling up and touring on tarmac, as ADVs were the only bikes that came close to make you feel free and explore the roads less taken. Somehow, I couldn’t get enough of this dual nature of ADVs. However, I yearned for something more, something off-road focused which could whip through the dirt and put a smile on my face. And finally, it’s here! KTM has brought in the 390 Enduro R to Indian shores. Equipped with all the bells and whistles on paper, the 390 Enduro R is by far the best offering in the Enduro motorcycle segment in India. But does it stand up to its badge name? Was the wait even fruitful? Let’s find out!

From the first look itself, the Enduro R will have you smiling ear to ear. It looks exactly like what the label says. The minimalistic design at the front, with its compact enduro mask wrapped around an all-LED headlamp and the front fender mounted right underneath it tells you that this kid likes playing in the dirt. Come to the side and you will notice a similar story being carried along. Being an enduro motorcycle, the design is simple but aggressive. It gets a flat seat, a raised fuel tank with a tall filler cap design and high-tolerance plastic shrouds on the shoulder. If you squint your eyes enough, you will find that the chassis and stance is pretty similar to the new 390 Adventure’s. That’s because it is! Obviously, with a few changes in the front and rear subframe to accommodate the enduro design language.

The flat seat surely adds to the overall appeal of the motorcycle and helps it look very purpose-built. The seat height is 860mm and a person with a height of 5-feet 7-inches can easily put their feet flat on the ground without having to tip-toe. The interesting design choice, however, is the exhaust. It gets the same underbelly exhaust tucked behind the bash-plate like you see on the 390 Adventure. It’s interesting because traditionally, enduro bikes are equipped with upswept exhaust cans that run alongside or even underneath the seat ensuring that the bike can wade through water without any issue. The upswept position also helps protect the exhaust from all the bashing off-road motorcycles are usually subjected to. KTM claims that it has designed the baffle and the internal components of the exhaust in such a way that water-wading won’t be an issue—even if the exhaust is completely submerged, the bike won’t give up on you. 

The 390 Enduro R runs tube-type wire-spoke wheels with a 21-inch at the front and an 18-inch at the rear as opposed to the 21-17-inch wheel setup that you see on its ADV sibling. I wasn’t surprised to see a tube-type wheel setup instead of tubeless tyres as enduro motorcycles are destined to suffer all kinds of abuse when they are made to take on their purpose of existence seriously. There are chances that you might bend a rim or two while manhandling this one on the trail and you don’t want to have a tubeless setup when that happens. The rims are shod with Mitas Enduro Trail+ dual-sport tyres. The sizes are 90/90-R21 at the front and 140/80-R18 at the rear.

Coming to the features, the 390 Enduro R is equipped with a slim 4.2-inch TFT display with Bluetooth connectivity. This means you can access music, incoming calls, notifications, turn-by-turn navigation and riding modes via the console. Speaking of riding modes, you get two of them, Street and Off-road. While the Street mode offers a more relaxed ride experience, the Off-road mode enables you to switch off the traction control and rear ABS and helps you take proper control of the bike off the road. You also get a dedicated button on the switch panel to turn the rear ABS off. This is indeed a great feature as you don’t need to fidget with the joystick and the menu and can turn it off on the go with the simple press of a button.

At the heart of the 390 Enduro R is the same LC4c 399cc single-cylinder engine that you get in the Duke and the Adventure. Even the output is the same. It churns out 46PS of power at 8,500rpm and 39Nm of torque at 6,500rpm. This, combined with a 14-48 sprocket setup, makes for a fun-loving, dirt-flicking motorcycle! The moment you twist that throttle you will notice a pretty familiar engine tune. It is aggressive and torquey! Hill climbs? Easy-peasy. It won’t stall on you. The power is very accessible and you will appreciate it when you are about to lose the momentum in a fesh-fesh situation while climbing up the hill. Although, I would have liked a more linear tune as the current one feels like this bike is built to serve your tarmac needs as well, thus making it more of a dual-purpose motorcycle than a true enduro. The jerky power delivery in the lower rpm ranges did seem a bit bothersome in certain sections of the trail but one will need more saddle time to get used to the nature of the engine.

As we all know, KTM has specced this Indian version a bit differently than the one available globally. What we get are 43mm WP Apex open-cartridge front forks which are fully adjustable and get 30-clicks of adjustment for compression and rebound with a travel of 200mm. At the rear, you get a WP Apex single-piston monoshock which offers 20-clicks adjustability of rebound and preload with 205mm of travel. In comparison, the 390 Enduro R available globally gets 230mm of travel for both the front and rear suspension. Even with the reduced travel, the Indian Enduro R’s ride quality isn’t something that will bother you. The current setup is quite agile and offers a settled ride while tackling obstacles and riding hard on trails. I personally feel the long travel suspension would have helped with the ergonomics though,as the international variant gets 890mm of seat height and 272mm of ground clearance. Gladly, KTM India has confirmed that a separate variant with the upgraded suspension featuring 230mm of travel at both ends will indeed be launched at a later date. The Mitas Enduro Trail+ tyres grip the ground really well and will give you the confidence to keep up on the trails and attack obstacles, even while using difficult lines.

Given the fact that the Indian variant has been designed keeping the average height of Indian customers in mind, if you are as tall as me (6-feet 1-inch) you won’t be at ease while standing on the footpegs and riding off-road. That’s because, you will find yourself reaching for the handlebar as it sits a bit low and even the footpegs are placed low and more towards the rear than where they should ideally be on an enduro motorcycle. With my US-12 size boots, my left foot hit the side-stand on multiple occasions while standing up and riding which is something that vertically gifted people will experience perennially.

Braking duty is handled by a 285mm floating disc and a 2-piston ByBre radial caliper at the front and a 240mm floating disc and single-piston ByBre caliper at the rear. The brakes offer good bite and provide confidence while tackling downhill stretches, loose gravel and off-road sections. Overall, the suspension, tyres, brakes and the engine output help the Enduro R handle rough terrain really well which makes the 390 Enduro R feel a bit more capable than the average dual-sport.

With a price tag of ₹ 3.36 lakh the KTM 390 Enduro R seems like an apt bike for the beginners who want to venture further into the dirt. Though it carries an Enduro R badge, it handles more like a dual-purpose motorcycle. Well, was the wait fruitful? I would say it was partially so. With a few changes in ergonomics and engine tuning this could be THE enduro motorcycle that you would ever need. Ah well, gotta wait for the variant with the upgraded suspension now…

The post 2025 KTM 390 Enduro R First Ride Review first appeared on Turbocharged.