rc 390 tft display brands

The KTM RC 390 is one of the most ambitious motorcycles in the Austrian brand’s 2022 lineup and in the small capacity supersport bike scene. It has more “Ready to Race” pedigree than ever, thanks to the many contributions of its 2022 iteration including an updated powerplant.

Because of its new IMU, the KTM RC 390 can help with tilt when we need it most. The updated RC 390 gains lean-sensitive traction control, Bosch 9.1MP cornering ABS with two modes, and a full-color TFT display.

Another highlight of this European race-bred bike is its weight reduction. The new wheels alone saved 7.5 pounds (3.4 kilograms) to make it even more of a real-world racer bike. The new RC390 also features WP Apex upside/down fork with 30-step compression and rebound and a new WP Apex rear shock (adjustable) absorber.

The design of this new RC 390 is entirely new, with a larger body that is also easy to disassemble. This shows the deep sporting spirit of this great little supersports bike. The liquid-cooled engine’s output remains at 44 horsepower, although it boasts a new injection map and larger air filter box for more torque and better throttle response. The engine is mated to a six-speed transmission.

The 2022 KTM RC 390 uses the proven 373 cc liquid-cooled, single-cylinder four-stroke engine to maximum effect. Revised engine mapping, improved torque figures, and smoother, hard-hitting power delivery means this state-of-the-art powerplant churns out unmatched performance.

Thanks to a larger airbox, increased torque, and ultra-slick throttle response, the KTM RC 390 rockets off the line and into pole position. A new Ride-by-Wire system also means it steps onto the podium with more precise engine mapping, traction control, and the added benefit of optional Quickshifter+

Four valves, double-overhead cams and, ultra-hard carbon-coated cam levers mean the cylinder head on the KTM RC 390 produces more power but retains its legendary reliability.

A new, ultra-lightweight frame design saves 3.3 lbs (1.5 kg) over the previous generation, making use of a trellis frame and bolt-on subframe, which also gives the 2022 KTM RC 390 improved high-speed stability and increased rider feel. The result? Faster lap times.

The 2022 KTM RC 390 makes use of a completely new suspension setup, giving it real race-bike credibility with unmatched specifications in the sub-400 cc Superpsports segment.

Boasting a 43 mm WP APEX open cartridge, adjustable upside down front fork with 30 clicks of compression and rebound damping adjustment, the KTM RC 390 not only shares proper sportsbike technology with bigger bikes, but it also handles like them too. New axle clamps and a hollow axle save weight up front too.

The all-new KTM RC 390 seat features an improved profile for seamless, unrestricted rider movement, but also has thicker, ergonomically-shaped foam for better comfort. A grippy, hard-wearing outer material has been added to improve grip in all weather conditions.

Taking its lead from the pinnacle of 2-wheeled racing, the KTM RC 390 echoes the design of the KTM RC16 racer in both styling, ergonomics and Factory Racing-inspired color options.

Motorcycle manufacturers build entry-level sportbikes on a budget. That means high-tech luxuries like traction control and cornering ABS usually go out the window. Some would argue that small-bore supersports don’t generate enough power for such rider aids. On the other hand, newer riders could benefit most from the latest electronic safety nets. That’s the case with the 2022 KTM RC 390, which crashes the entry-level sportbike party with IMU-based tech.

The original KTM RC 390 burst onto the scene back in 2014, powered by a liquid-cooled 345cc Single with DOHC, four valves, and fuel injection. It made a claimed 44 horsepower at 9,500 rpm and 26 lb-ft of torque at 7,250 rpm. An update in 2017 bumped displacement up to 373cc and added throttle-by-wire and a slip/assist clutch.

The 2022 model builds on those foundations and takes a big leap forward. The updated RC 390 gains lean-sensitive traction control, Bosch 9.1MP cornering ABS with two modes, and a full-color TFT display. The electronic suite is just the tip of the iceberg. KTM pairs the smarter tech with a significant reduction in weight and race-worthy WP Apex suspension. The RC 390 also delivers on KTM’s “Ready to Race” rallying cry with MotoGP-inspired livery, easily removable bodywork, clip-on handlebars, and a bolt-on subframe.

KTM made each revision in the name of faster lap times, so it was only appropriate to put the 2022 RC 390 through its paces at California’s Streets of Willow racetrack. The course’s tight, technical layout poses challenges for sportbikes of all sizes, but the RC 390’s balanced package proves that it’s poised to take on the competition.

KTM engineers didn’t just put the 2022 RC 390 on a diet plan, they shed pounds where it matters most. New cast wheels are 7.5 lbs lighter, and new ByBre brakes save another 2.1 lbs – reducing unsprung weight by nearly 10 lbs. Above the suspenders, KTM trimmed the fat from the steel trellis frame, saving another 3.3 lbs. A 1-gal. increase in fuel capacity (from 2.6 to 3.6 gals.) adds a few lbs, but claimed wet weight is just 342 lbs.

The RC 390’s strategic weight loss has made the light, agile bike even more light and agile. The RC changes direction with the slightest input yet remains true to its line. From the effortless tip-in to the apex-clipping accuracy, the 390 urges riders to carry more corner speed with each lap. Of course, extra agility can also compromise stability, but the RC stays steady on the brakes, on the straights, and at lean.

Only the high desert’s blustery conditions challenged the RC 390’s sure-footed nature. Crosswinds frequently pushed the pint-sized sportbike to the edge of the track, but riders can neutralize the effect with body position. At one particular braking zone, the gusts hit the RC’s flank at a three-quarter angle and unsettled the chassis just before tip-in. However, the sub-400cc supersport recovered admirably, completing the turn without further protest.

While we didn’t take to the streets on the 2022 RC 390, the WP suspension also allows users to stiffen the chassis for the raceway or dial up the comfort for the roadway. The Continental ContiRoad tires are classified as sport-touring tires, but their silica-rich compound provided more than enough feel and grip for aggressive track riding. Owners can easily swap the road-oriented rubber for stickier tires, but the ContiRoad’s versatility and longevity will suit everyday street riding as well as occasional track days.

Euro 5 emissions regulations forced KTM to shrink the RC 390’s carbon footprint, but it also seized the opportunity to equip the 373cc Single with a 40% larger airbox and an updated fuel map. The four-valve thumper still churns out 44 horsepower, but engine tweaks squeezed out a tad more torque, raised the claimed peak from 26 to 27.3 lb-ft.

The RC 390’s approachable power profile adapts well to life on the street and the circuit, but the short gearing presented challenges at the track. Approaching one uphill section, I frequently found myself between 3rd and 4th gear. Staying in 3rd sacrificed speed on approach but maximized drive out of the corner. Conversely, shifting up to 4th optimized crucial uphill momentum but compromised corner-exit speed.

The sub-400cc thumper doesn’t require much taming, but cornering ABS and MTC (Motorcycle Traction Control) make the RC 390 even more forgiving. The systems don’t limit or interfere with aggressive riding, and they increase the margin of safety should a rider apply too much throttle or brake while leaned over in a corner. A Supermoto ABS mode allows the system to be deactivated at the rear wheel.

Thanks to the RC 390’s new full-color TFT display and simple menu system, riders have easy access to all the information they need and can adjust settings quickly.

With the 2022 KTM 890 Duke R and 2022 KTM 1290 Super Duke R Evo donning Red Bull KTM-inspired liveries, it was time for the RC 390 to get in on the action. Both 2022 color schemes leverage graphic designs from the KTM Factory team and Tech3 satellite team. The changes are more than skin-deep, though.

Thanks to the RC 390’s narrower waist and larger 3.6-gal. tank, side-to-side transitions are fluid yet stable. Hanging off is easier than before, with the rider’s knees bracing against the fuel tank’s increased contact area. The new clip-ons also offer 10mm of adjustability for road-going comfort or a track-worthy stance. A sculpted seat shape amplifies the rider’s range of movement while the thicker foam suits street riding.

As small-bore sportbikes go, the cockpit leans toward compact, but I never felt cramped on the RC 390. The rider triangle is appropriate for a track environment, but the level saddle and footpeg position also benefit road warriors. In full tuck, the cockpit offers enough real estate for the rider to shift rearward, and the newly designed fairing and windscreen sends oncoming air just over the rider’s helmet.

The small-capacity supersport segment is more competitive than ever. From the Honda CBR300R to the Kawasaki Ninja 400 and Yamaha YZF-R3, sport riders have a wealth of options at their disposal. The RC 390 distinguishes itself from the competition with a race-derived chassis and cornering ABS and TC.

Starting at $5,799, KTM’s lone supersport proves that small-displacement bikes can boast the latest tech while remaining budget-friendly. The 2022 KTM RC 390 isn’t just ready to race, it’s ready to take the checkered flag in the hotly contested entry-level sportbike class.

It is the best bike I have ever seen. One must look forward to purchasing the new RC 390. Complaints from older versions are revised in the new version like an adjustable handle so it can become a sports tourer as well as give a track-focused committed riding position. Complimenting a softer seat, bigger fuel tank for long range, 3-4kgs lighter than before so better fuel economy. Curved radiator for engine heat problem, bigger air box, Added safety with bigger brakes and cornering ABS, and lastly dukes TFT display. This is a whole package for track enthusiasts who also wanted every day its mileage is up to 28kmpl. Overall, price and performance-wise, this is the best in their class as RC 390 always was.

It is the best bike I have ever seen. One must look forward to purchasing the new RC 390. Complaints from older versions are revised in the new version like an adjustable handle so it can become a sports tourer as well as give a track-focused committed riding position. Complimenting a softer seat, bigger fuel tank for long range, 3-4kgs lighter than before so better fuel economy. Curved radiator for engine heat problem, bigger air box, Added safety with bigger brakes and cornering ABS, and lastly dukes TFT display. This is a whole package for track enthusiasts who also wanted every day its mileage is up to 28kmpl. Overall, price and performance-wise, this is the best in their class as RC 390 always was.

I’m a huge fan of the 300-400cc class, included in which is the 2022 KTM RC 390. It’s a class of bikes that’s fun, versatile, and still fast — you can take all these bikes past 90 mph (150 km/h), at which speeds you had better be wearing trousers if you fall off.

But the problem is that small bikes have until recently been basic and cheap. Even though they have the style of their bigger siblings, the “learner legal” class of motorcycles has always suffered somewhat from having cheaper components.

Until the 2022 KTM RC 390. Here are five reasons why this motorcycle breaks the mold somewhat and delivers something should even make more experienced riders raise an eyebrow.

In a nutshell, the RC 390 is a welcome (if somewhat overdue) revamp of the KTM RC 390 that many were expecting since the overhaul of the 2021 KTM 390 Duke.

The core of the bike hasn’t changed that much. The 2022 KTM RC 390 is still powered by a 373cc liquid-cooled single-cylinder 4-valve engine. It makes peak power of 32 kW (44 hp) as before, but torque peaks at 37 Nm (27 ft-lb), a shade higher than the 35 Nm (26 ft-lb) of the outgoing model.

What’s new is the ride-by-wire system. Coupled with the new IMU, this means that the new RC 390 gets more precise engine mapping, and traction control and braking that gets lean angle and other ride dynamics as inputs.

Previously, only the top brands like Ducati and BMW had cornering ABS, and it was only available on the best bikes, like the BMW S 1000 RR. These days, having cornering ABS available on an entry-level and affordable motorcycle like the RC 390 is really special.

The new 2022 KTM RC 390 has an all new wheel design, which adds up to a total of 3.4 kg in reduced unsprung weight. The new braking system shaves an impressive 960 g off the front wheel.

The frame has been updated too. The 2022 KTM RC 390 still has that gorgeous trellis frame — but it has been redesigned for the 2022 model, making it even lighter (by 3.3 lb or 1.5 kg).

The KTM RC 390 has always been a sporty bike, but its riding position hasn’t been too aggressive. It does double duty as a fun everyday bike as well as one that you can take to the track.

The new 2022+ KTM RC 390 is more aggressively both a track bike and an everyday bike via clip-ons which have 10mm of adjustability. Adjustability of 10mm may not sound like much, but it’s nice to have options.

The TFT display means the 2022 KTM RC 390 also gets access to the KTM MY RIDE app, which means you can do race-critical things like change the song that’s playing and take a call to say “Can’t talk; racing.”

The 2022 KTM RC 390 may have full ride by wire, but it doesn’t yet have cruise control. I say “yet” because I do see this an an inevitability. Even the humble CFMoto 700CL-X has cruise control…

KTM started in 1934 and it has a long history of making fantastic sports motorcycles. The new RC 390 model shows that the brand is set to continue this trend. Now in its second generation, the model follows the original RC 390 of 2013, and motorcycle enthusiasts have a good reason to be excited about it.

The 2022 RC 390 is expected to be packed with tech and a complete refresh of what was previously on the market. Indeed, it is shaping up to be perfect to take on the track and might compete with some other KTM models, including the 390 Adventure.

From fresh design features to enhanced suspension and gearbox updates, the KTM RC 390 is very much what enthusiasts were looking for when the bike was first hinted at. While we did find out some fresh information about the long-awaited motorcycle, KTM is still keeping the RC 390 under wraps. Here"s what we know and why we"re excited about the 2022 KTM RC 390.

The designers at KTM have really created a fresh new look for the RC 390, changing it up a bit and freshening things up. In terms of the body, KTM has removed the narrow fish-looking design for a wider look. Also, the various design features on the body enhance the bike considerably. It will come with LED headlights, giving a complete sense of change in the design of the RC model. The bike also features clip-on handlebars (which have been long-awaited) and new, wheels which are expected to be lighter than the ones on the previous model, offsetting weight gains from the added tech features.

There will also be a larger gas tank, making the bike all the more suitable for racing and longer journeys. The blue and orange color scheme is brilliant too. Also featuring a split seat and more padding, the RC 390 should be comfier than previous RC models.

The new RC model will be based on a new platform, with the chassis improving the weight distribution throughout the bike. This is a welcome update, also coming with a split sub-frame that supports the split seat that aids the bike"s design and packaging considerably. The front disc brake is updated too, now mounted on the spokes rather than on the hub.

As mentioned above, the RC 390 features an updated suspension. On the fork tops, there are appear to be two adjusters (one on each). The KTM 390 Adventure already features adjustable compression, and many are expecting the RC 390 to be very similar in this regard. Also, the rear suspension has undergone a heavy revision too, aiding the chassis overall.

The revised suspension is expected to help boost ride quality while keeping the bike competitive. Overall, this update should make the RC 390 a more appealing vehicle, with its overall performance boost and dynamicity.

The TFT screen is a long-overdue addition to the RC lineup. TFT stands for "thin-film-transistor," providing a boost in image quality and offering a variation on the standard LCD screen. The screen is a 5-inch colored TFT instrument cluster as was used on the 390 Duke. The RC 390 features a control on the left switchgear which allows ease of access to the screen. Indeed, riders will be allowed to access performance functions as well as the long-awaited Bluetooth functions.

The display adds some features, including monitoring vital readouts and performance. It will definitely make the driving experience all the more impressive and it generally makes the bike easier to use, too.

Featuring a more refined gearbox and some minor engine improvement, the RC 390 is going to be a great second-generation model in this regard. Power is expected to be the same 43 hp as in the previous model, but we wouldn"t be surprised if the bike churns out a bit more when it finally debuts.

The RC 390 is going to be available in many countries, and it is the bike that will come with the MotoGP-inspired paint job. The RC 125 and RC 200, on the other hand debuting in Europe and Asia, are not going to feature this paint job but will have the same design and performance abilities.

Indeed, the relatives of the RC 390 are shaping up to be just as fantastic and fun. They may not be as performance-based as the RC 390 but they are still exciting models to be released in 2022.

It goes without saying that TFT screens are becoming a more common feature on motorcycles these days. Even entry-level beginner-focused two-wheelers are starting to feature this fancy tech—heck, even some e-bikes come equipped with full-color TFT screens. That said, what exactly is a TFT display, and is it even any better than an analog instrument cluster? On top of that, why do more and more manufacturers seem to be slapping a TFT screen on all their models?

Well, for starters, a TFT, or Thin-Film-Transistor Liquid Crystal Display, is similar to what you find on your smartphone. Although not necessarily as fancy and capable of displaying millions of colors as your brand new iPhone, the TFT screens on most premium motorcycles are touted as full-color, and feature graphics and animations that really elevate the riding experience. As such, it’s no surprise that more and more manufacturers are outfitting their bikes with this tech. Indeed, three years ago, the notion of having a bike with a full-color display was exciting. These days, however, it’s pretty much a standard feature.

I’m sure you remember the days when an SD card with a 512MB memory would set you back thousands of pesos. Nowadays, you can pick up a 256GB microSD card for the same amount of money, and from a reputable brand. The same is true with TFT screens, and quite frankly, all facets of technology. That being said, it could be argued that fitting a motorcycle with a TFT display is in fact cheaper and more cost effective than opting for an analog instrument cluster, especially if you’re a manufacturer with economies of scale at your disposal.

Take, for example KTM, and its full color screens found across the board in its model range. The screen on the 390 series is pretty much the same as that of the 790 and 1290 models, albeit encased in a different housing. Underneath it all, however, it’s pretty much the same tech, and so it makes perfect sense for KTM to fit all its bikes with this technology—much to the delight of tech-hungry consumers like ourselves.

Indeed, well-crafted analog displays like that on the Triumph Thruxton could very well soon be a thing of the past, or something reserved for enthusiasts and collectors. Like a beautifully crafted watch, a high-quality analogue gauge cluster is truly something to behold, and something purists and classic aficionados hold near and dear to their hearts. As such, it could be argued that the mechanical instrument cluster could soon be considered a premium feature among high-end classic-style motorcycles.

At the end of the day, TFT displays have their benefits, and it can be argued that these benefits are strong enough to send analog gauge clusters the way of the dinosaurs. For starters, they’re adjustable, and easily configurable. They’re also a lot more visible with auto-contrast technology allowing them to adjust automatically to ambient light. Furthermore, they simply allow manufacturers to stuff in more data, keeping the rider informed about their bike. A TFT screen is pretty much like a tablet for your bike, allowing you to keep tabs on all the information it has to offer you.

The introduction of the KTM200 Duke in the United States brought a few questions to mind. First and foremost is whether KTM will introduce a 200cc version of the RC. We currently have the RC 390in US dealers, but what about its smaller brother, the RC 200? If the 200 Duke is available, doesn’t that sort of open up the possibility of the 200cc supersport’s availability stateside?

KTM Philippines called me to come to the track and attend the launch of the RC 200. Orange was everywhere, and the brand had several RC 200 demo units that were Ready to Race, with some perhaps more ready than others. Two out of the four units available for journalists, vloggers, and customers to test were not exactly the same due to a few cheat codes on the rims.

One pair of RCs had standard OEM tires, which is the setup that buyers will be getting straight out of the showroom floor, while the other pair was equipped with Pirelli Diablo Supercorsas. Overkill? Yes. Amazing? Absolutely. When I pressed KTM representatives about the decision to equip the demo RC 200 with Supercorsas, the answer that I got was very “KTM,” which was “why the hell not?” Not only did I get to test a brand-spanking-new sportbike, but I also had a spin on the track with some of the best rubber around. I’ll be honest in saying that Pirelli Supercorsas are a cheater tire, but I did have a few rounds on the standard OEM tires and it’s safe to say that I was impressed either way.

Just like the RC 390, the 200 features largely the same package as its bigger brother, which is stellar because you don’t sacrifice anything in terms of its race-ready ergonomics, which is also adjustable given the new clip-on handlebars for the 2022 year models. Everything from the RC 390 is mostly here except for the more advanced tech features like the TFT display and LED headlight among a bunch of other things. Instead of diodes, you get a halogen headlamp just like the 200 Duke which I can’t really talk about because it was tapped up for the track. Most of everything from the brand-new RC 390 is on the 200 version, with adjustable clip-on handlebars, a more accommodating and larger tank for your track sessions, and a grippier seat that’s wrapped in Alcantara.

Running down the RC 200’s spec sheet, we get a single-cylinder, four-stroke engine with 199.5ccs of displacement, with 26 horsepower and 14.38 foot-pounds of torque, mated to a six-speed gearbox. The suspension on the RC 200 is a set of 43-millimeter non-adjustable WP APEX front forks with a WP APEX monoshock at the back with pre-load adjustment. Suspension travel for the front is at 125 millimeters while the rear travels up to 150 millimeters. It’s not going to wow you that much with its specifications, but even with its new 3.6-gallon tank, KTM was able to keep its weight down at 332 pounds dry and that’s also thanks in part to the massive unsprung and sprung weight reductions to the model. The front and rear brakes also get an upgrade. Apart from being lighter, the RC 200 has 320-millimeter front discs clamped by ByBre calipers and supplemented by a 230-millimeter rear disc brake also with a ByBre system.

I’m a rather green motorcyclist on a circuit with only a few track days to my name, but the experience of riding a race-bred KTM in its natural habitat was a bit of an eye-opener. I was impressed enough to consider buying an RC for track sessions because it was just that much fun. I can’t count how many times I banged off the rev limiter trying to get the maximum speed on straights and out of corners. On the main straight, I eventually got up to about 70 miles per hour and I had a ton of fun waiting for the speedometer to read as such. I spent so much time with my throttle pinned that it was borderline hilarious just how little speed I was gaining in comparison to the bigger bikes I’ve tried in the past. The RC 200 has a lot of initial pep in its step and its 26 horsepower figure is not overwhelming at all on track. In fact, it’s a little lacking for guys who are used to bikes with a lot of power. The RC 200 definitely is a bike that’ll teach you how to carry speed and proper form on the track so if you’re fast on this, it’s likely that you’ll be fast with other bikes as well.

On its stock tires, the RC 200 was still sharp in the handling department, though out of the box, the tires could use an upgrade (hence the Pirellis on the other units). The WP suspension was plenty adequate for the track since the asphalt that day was on the bumpier side of things in comparison with other race tracks. Even then, the suspension smoothed everything out. Unfortunately, the bike corners faster than it needs to brake, as the ByBre calipers had a pretty aggressive bite when slowing down. I might have scrubbed off too much speed at times because of it but I think that’s more to do with my level of skill more than anything else. Suffice to say, in way more capable hands the RC 200 could achieve some rather impressive cornering speeds just like its bigger brother.

In my opinion, for countries like the Philippines where small bikes are pretty much everyone’s bike, the RC 200 makes a ton of sense. For the United States, however, it’s a little questionable, but what about the 200 Duke? Why is it available? I don’t know. Will the RC 200 make an appearance in the lineup? Perhaps? Perhaps not? If anything, this little racing experience from KTM was one for the books. In fact, I didn’t walk away with a record-setting lap time because nobody was timing. KTM Philippines made it clear that the track day was for fun, and everyone walked away with smiles from ear to ear at the end of the day.

The RC 390 is the better bike among the two and I did sit myself down after the track day and contemplated just how fun it would be to go faster. Then I quickly shot down that thought because there is just something about taking a bike to full throttle all the time that makes a track novice like me giddy with glee. Do note that we took the bikes out in the Batangas Racing Circuit in the Philippines, which is not that big of a track.

I’d happily accept another invite from KTM for another track day, even if all they gave me was an RC 200 to play around with. The KTM team also wanted to throw me on a 790 Duke, and I gladly refused their offer. Instead, I opted to take the little RC out on track again and again. Whether you’re starting out on the track like me, or an advanced rider that wants a little plaything, the RC 200 is one heck of a small bike to wring out. Now, if only it were available.

In order to purchase a bike on finance, 10 to 30 percent down payment is required on the on-road price of a bike. However, exact confirmation regarding EMI, down payment, interest, loan period and its procedure will be discussed by the bank or dealership only, as it depends upon individual eligibility.

Fancy a super nifty and handy navigation system for your new 2017 KTM 1290 Super Adventure S and/or R? Well, KTM has announced that they’ve released a brand new update for their MY RIDE application which will allow riders to have turn-by-turn navigation shown on their TFT screen display of the bike.

KTM also stated that the update can be installed on any new 2017 models and above which comes ready with their super beautiful TFT screen. The best part of it all that the new navigation update can be installed at no extra charge (provided that you’ve already opted for the MY RIDE application package when you purchased the bike).

So far, the KTM models that have the new TFT screen are the KTM 125 and 390 Duke, 1290 Super Duke R, 1290 Super Adventure S and R, and of course the 790 Duke. So far, the models which are available now in Malaysia are the 390 Duke, 1290 Super Adventure S and R plus the 1290 Super Duke R (Quick note: The navigation can only be displayed on the 1290 Super Adventure models).