Quick Analysis
Benelli TRK 502
16.5 pts
Unweighted: 11 advantages
EnginePerformanceDimensionsBrakesTyresFeaturesOther
KTM 390 DUKE
10.0 pts
Unweighted: 9 advantages
EnginePerformanceDimensionsBrakesTyresFeaturesOther
| Specification | ||
|---|---|---|
Engine Specifications |
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| Cooling System | Liquid-cooled | Liquid cooling with radiator |
| Displacement | 500 | 398.63 cc |
| Engine Type | 2-cylinder/4-stroke/8-valve | Single Cylinder, Liquid Cooled, DOHC, FI Engine |
| Power | 35kW at 8500 r/min | 46 PS @ 8500 rpm |
| Torque | 46N·m/6000 r/min | 39 Nm @ 6500 rpm |
Performance & Efficiency |
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| Fuel Tank Capacity | 20 l | 15 L |
| Mileage | 25 kmpl | 30 kmpl |
Dimensions & Weight |
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| Kerb Weight | 210 kg | 168.3 kg |
| Seat Height | 835mm | 800 mm |
Brakes & Suspension |
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| ABS | Dual Channel | Dual-channel ABS with SUPERMOTO mode |
| Front Brake | Disc Front 320 mm Caliper - Front 4 Piston | 320 mm Disc with Radially mounted calliper |
| Front Suspension | USD Telescopic Forks | 5-click Compression & Rebound adjustable, Open Cartridge, WP APEX USD forks, 43mm diameter |
| Rear Brake | Disc Rear 260 mm Caliper - Rear 1 Piston | 240 mm Disc with Floating calliper |
| Rear Suspension | Hydraulic Monoshock (Rebound & Preload adjustable) | Adjustable WP APEX Monoshock, 5-step Rebound damping, 10-step preload adjustable |
Tyres & Wheels |
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| Front Tyre | 120/70 ZR17 | 110/70 - ZR17 |
| Rear Tyre | 160/60 ZR17 | 150/60 - ZR17 |
| Tyre Type | Tubeless | Tubeless |
| Wheel Type | Alloy | Alloy |
Features & Technology |
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| Headlight | — | Full Split LED Headlamp |
Other Specifications |
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| Battery | — | 12 V, 8 AH MF battery |
| Bike Image 1 | https://motoautiv.com/wp-content/uploads/2025/11/trk502white.webp | https://motoautiv.com/wp-content/uploads/2025/11/KTM-390-Duke-Electric-orange.webp |
| Bike Image 2 | — | https://motoautiv.com/wp-content/uploads/2025/11/KTM390DukeBlack_Booking.webp |
| Cluster | — | 5" TFT dash display |
| Color Options | — | GUN METAL GREY ELECTRONIC ORANGE ATLANTIC BLUE |
| Cons | Its heavy weight becomes noticeable in traffic, tight turns, and situations where quick direction changes are needed. While the suspension works well for moderate rough roads, very broken terrain can feel harsh or less controlled compared to more off-road-focused bikes. Maintenance and spare parts may cost more than typical mid-segment bikes, making long-term ownership slightly expensive. The power-to-weight ratio isn’t the strongest, so riders expecting a very punchy performance may find it a bit slow when accelerating hard. It lacks some modern electronic features that newer competitors now offer, which may disappoint riders looking for advanced tech and connectivity. | Firm (harsh) ride: The suspension can feel stiff over potholes or uneven surfaces, which may be tiring for long rides. Limited wind protection: Being a naked bike, you feel a lot of wind at highway speeds, making long-distance touring less comfortable. Engine heat: In slow or stop-go traffic, the radiator fan can dump hot air toward the rider’s legs, which many find uncomfortable. Seat comfort: The stock seat can feel firm and less comfortable for long rides; also, pillion comfort is limited. Vibration: Some riders report noticeable vibrations in certain RPM ranges, especially between ~4,500–6,000 rpm. Reliability concerns: There are occasional reports of reliability issues or quality control, especially in older models. |
| Detailed Overview | You swing a leg over the TRK 502 and you’re immediately aware that this is meant to be more than a city commuter; there’s a sense of presence, of readiness for longer roads. Under the tank sits a 500 cc, liquid-cooled, parallel-twin engine, running a DOHC layout with 8 valves. The bore and stroke (69 × 66.8 mm) and a compression ratio of 11.5:1 tell you that this engine is tuned for a healthy balance — it’s neither peaky and fragile, nor a torquey grinder. What you get instead is a smooth, flexible powerplant that builds revs steadily, giving enough grunt without being nervous or rough. At its peak, it delivers about 46.8-47.5 horsepower at 8,500 rpm and 46 Newton-metres of torque at around 6,000 rpm. That output, in plain riding, doesn’t mean blazing superbike sprints. It means confidence: enough urge to overtake on the highway, enough midrange torque for loaded touring or two-up rides, and smooth throttle response for city or mixed-road use. The 6-speed gearbox with chain final drive feels just right — shifts are predictable and the clutch (wet multi-plate / slipper clutch depending on region) handles starts and slow manoeuvres without fuss. Because this is meant for touring and everyday versatility, the chassis and suspension are built accordingly. A steel trellis frame acts as the backbone — sturdy enough to keep the bike stable at speed, yet with a bit of compliance to soak up normal road irregularities. Up front, there’s an upside-down telescopic fork (about 50 mm) with around 140 mm travel; at the rear a preload- and rebound-adjustable mono-shock with around 45 mm travel. What that gives on road is a setup that doesn’t punish you over bad surfaces but remains planted: potholes, imperfect tarmac or rough stretches are dealt with gracefully, while the bike stays composed even when you ask for speed or load it up with luggage and pillion. Physically the TRK 502 is substantial — long and purposeful. Its overall length is about 2200–2220 mm, width around 915 mm, and height roughly 1450 mm (slightly more depending on variant). The wheelbase of 1505 mm gives it stable tracking on highways and at speed, but that length and mass mean low-speed manoeuvres require some care — U-turns, tight corners, or dense traffic will need respect and a bit of strength. The seat height — roughly 800-835 mm depending on model/market — places you in a commanding riding posture: good for visibility and control, but may feel tall for shorter riders. Ground clearance around 190 mm means you’re also not too worried about speed-bumps or rough rural surfaces. When it comes to stopping and safety, TRK 502 doesn’t leave much to complaint. Twin 320 mm discs up front (with 4-piston calipers) and a 260 mm disc at the rear — both with dual-channel ABS — give you solid braking power and modulation. In everyday traffic or loaded touring, you get confident, progressive braking rather than abrupt grabs or fade, which is exactly what you want when you’re carrying luggage or a pillion. Fuel-wise, the 20-litre tank (with a bit of reserve) gives a decent riding range. Fill up and you can reasonably expect to tackle long rides or highway runs without constant fuel stops — an important detail if you plan to use this bike for touring or inter-city travel. Combined with the engine’s fuel injection and tuning, the balance between performance and range is well-struck. On the feature front, the TRK 502 comes decently equipped for its class. The instrument console mixes analogue and digital readouts (tachometer + digital speedo/fuel/odometer/trip) — enough to give you all the essential info clearly without overcomplicating the dashboard. Lighting, electrics and ergonomics are oriented toward usability: the riding position is upright, comfortable for long hours; footpegs and rider triangle are such that you don’t feel cramped even after a few hours of cruise. For everyday commuting, that means less fatigue; for touring, it means more hours in the saddle without strain. When you take it out on the open road — open highway, winding roads, rolling hills — the TRK 502 reveals what it is built for: stability, comfort, and controlled performance. It doesn’t feel underpowered even when carrying luggage or with a pillion; the twin’s smooth torque curve helps you manage traffic or overtakes with ease. On rough or uneven roads, the suspension soaks up the imperfections, and the frame feels secure. The overall setup makes it a comfortable, confident companion for trips that are more than just short city commutes. But there are trade-offs. Because the bike is fairly heavy and long, jockeying through tight city traffic or congested lanes means you’ll notice the bulk — quick zigzags or tight U-turns are not the bike’s forte. Seat height and weight can be challenging for shorter riders or those new to big bikes. The power-to-weight ratio is modest, so while it’s confident for touring or leisure riding, it doesn’t give the “sportbike thrill.” If you push it hard — say, frequent hard acceleration with two-up + luggage — you may find that intense use exposes the limits of a 500 cc twin configured for balance, not brute power. Overall, the TRK 502 feels like what you’d expect from a middleweight touring-oriented motorcycle — not a race-bred machine, not a lightweight commuter, but a capable all-rounder that lets you ride relaxed yet with enough substance. It’s ideal for those who want a single bike to handle everything: daily commuting when needed, weekend adventures, city-to-city travel, even occasional touring with a pillion and luggage, all without demanding sport bike instinct or compromising comfort. | The **KTM 390 Duke** has long been celebrated as a high-performance yet lightweight streetfighter, offering a compelling mix of power, agility, and modern technology that makes it a favorite for both urban commuting and spirited weekend rides. The latest (Gen-3) 390 Duke takes this formula further, built on a newly designed trellis frame with a die-cast aluminium sub-frame that improves rigidity and handling. Under the hood, the 2024 model is powered by a liquid-cooled, single-cylinder “LC4c” engine now displacing **399 cc**, which bumps up the performance to roughly **46 PS of power and 39 Nm of torque** in the Indian spec. One of the most striking traits of the 390 Duke is its lightness: the new model continues to boast sporty handling thanks to its steel trellis frame and a compact, aggressive footprint. The WP APEX 43 mm upside-down front fork and a preload-adjustable WP APEX mono-shock at the rear provide a finely tuned suspension setup that balances comfort on city roads with precision in the corners. Braking is handled by a 320 mm front disc with a radial calliper and a 230 mm rear disc, supported by Bosch cornering ABS, giving reliable and controllable stopping performance. On the feature front, the 2024 Duke 390 is truly packed. It includes ride modes (Street, Rain, Track), launch control, SuperMoto ABS, a quickshifter+, and a slipper clutch. The ride-by-wire throttle ensures smooth power delivery and precise control, especially when transitioning between modes. Its 5-inch TFT display supports smartphone connectivity (via Bluetooth) for turn-by-turn navigation, calls, and media, making it a very usable bike for daily commuting. Ergonomically, the 390 Duke offers a sporty but accessible riding position. The seat height is around **800 mm** in the Indian variant, with an optional 820 mm seat available, making it relatively manageable for a variety of rider heights. The fuel tank is reasonably sized (KTM lists about 13.4 litres), which balances enough capacity for daily use without compromising on agility. In terms of usability, the 390 Duke shines in city traffic thanks to its light weight, responsive throttle, and nimble chassis. At the same time, its torque and power allow for satisfying highway stretches and sporty ride-outs. However, as some users note, the high-revving single cylinder can vibrate noticeably at lower RPMs, and the engine tends to heat up in slow, stop-go traffic — a common character point for small high-performance singles. On long highway rides, wind protection is minimal due to the naked nature, and though the electronics are rich, some may feel the bike’s seat and fuel range are not optimized for extended touring. Reliability-wise, many long-term owners report good durability when properly maintained. One rider, after 29,000 km, said he never faced major breakdowns and appreciated the bike’s consistent performance. That said, some others have expressed concern about vibration and the need for regular maintenance given the sporty nature of the engine. Overall, the **KTM 390 Duke** is a brilliant all-rounder in the 300–400 cc naked category. It offers serious performance, modern electronics, and a lightweight chassis, but it doesn’t compromise on practicality. For someone looking for a fun, aggressive bike that can do daily duties and weekend thrills, the 390 Duke remains one of the most compelling choices in its class. |
| Expert Review | MotoAutiv Team | MotoAutiv Team |
| FAQ (Manual Override) | Q: What engine does the TRK 502 use? A: It uses a 500 cc, liquid-cooled, parallel-twin DOHC engine with 8 valves. Q: What is the power and torque output? A: The engine puts out about 47.5 PS at 8,500 rpm and delivers around 46 Nm of torque at 6,000 rpm. Q: What kind of transmission does it have? A: It comes with a 6-speed manual gearbox and a chain final drive. Q: What is the fuel tank capacity? A: The fuel tank capacity is 20 litres. Q: What is the seat height and ground clearance? A: The seat height is roughly 800–835 mm (depending on variant/market), and ground clearance is about 190 mm. Q: What is the kerb (or wet) weight of the bike? A: The bike weighs around 228–235 kg (depending on specification and additional gear/load). Q: What are the brakes and wheels/tyres setup? A: Up front there are twin 320 mm disc brakes with 4-piston calipers; at the rear a 260 mm disc. Both front and rear tyres sit on 17-inch alloy wheels, with tubeless tyres. Dual-channel ABS comes standard. Q: What is the claimed mileage / fuel efficiency? A: Mileage typically ranges around 30–34 km per litre (city and highway use). Q: What kind of suspension does it have? A: It uses a 50 mm upside-down (USD) telescopic front fork (about 140 mm travel) and a rear mono-shock with preload adjustability and around 45 mm rear suspension travel. Q: What kind of instrumentation and features does it offer? A: The instrument console combines analogue (tachometer) and digital displays (speedometer, fuel gauge, trip meter, etc.). It includes electric start, digital fuel gauge, trip meter, passenger footrests, and typical adventure-tourer ergonomics. Q: What is its top speed / performance potential? A: The top speed is around 160–165 km/h, and it can do 0–100 km/h in approximately 7.5–8 seconds depending on load and conditions. | Q: What engine does the KTM 390 Duke have? A: It uses a single-cylinder, liquid-cooled, DOHC engine. Q: What is the displacement, power & torque of the 390 Duke? A: The displacement is about 398.6 cc. In the newer versions, it produces around 46 PS at 8,500 rpm and 39 Nm of torque at 6,500 rpm. Q: What is the seat height and weight of the 390 Duke? A: The seat height is 800 mm (or optionally 820 mm) depending on the version. The kerb weight is about 168.3 kg per KTM’s specification. Q: What is the fuel tank capacity and what is the mileage like? A: The fuel tank capacity is 15 litres in many versions. According to some sources, real-world fuel efficiency is around 25–30 km/l, depending on riding style. Q: What brakes and suspension does it use? A: It comes with WP APEX 43 mm upside-down front forks and a WP APEX monoshock at the rear. For brakes, there is a 320 mm front disc and a 240 mm rear disc, with a radially mounted caliper up front. Q: What is the ground clearance of the 390 Duke? A: The ground clearance is around 183 mm according to KTM India specifications. Q: What is the seat configuration and ergonomics like? A: It has a two-part seat design, with a slightly aggressive but comfortable rider position thanks to its upright handlebars. There’s also a “Supermoto mode” which lets you limit ABS intervention to the front brake — great for sliding control. Q: Does the 390 Duke come with smartphone connectivity? A: Yes — some variants support KTM MY RIDE via the 5-inch TFT dash, allowing for calls, music, and navigation integration. |
| Price Variants | | 662000 | Standard | 297443 |
| Pros | The TRK 502 is built for long rides, offering a relaxed riding position and a comfortable seat that help you stay fresh even after hours on the highway. Its suspension and chassis balance make it stable on rough patches, allowing it to handle mixed road conditions without feeling nervous. For its price, the bike comes loaded with practical touring features like hand guards, a large windscreen, good ergonomics, and a solid, confidence-inspiring build. The bike feels substantial on the road — its size and weight give it a strong presence, making it feel like a true adventure-tourer. The engine is smooth and predictable, making it friendly for newer riders while still offering enough power for everyday commuting and long-distance travel. | Excellent performance for its class: The 390 Duke’s single-cylinder engine delivers punchy acceleration and strong mid-range performance. Lightweight & nimble: With a relatively low kerb/wet weight, its chassis is very agile, making it easy to flick through corners and manoeuvre in traffic. Advanced electronics suite: Comes equipped with ride modes, traction control (MTC), cornering ABS, supermoto ABS, quickshifter, and a modern TFT display. Adjustable suspension: The front and rear suspension are adjustable (WP APEX), allowing riders to tune the setup depending on road conditions or riding style. Sharp styling & design: Features such as an exposed steel trellis frame, LED headlight, and aggressive design make it visually striking. Good build quality: Reviews note improved fit and finish on newer models, giving a premium feel. Decent fuel efficiency: Compared to its performance, it offers reasonable fuel efficiency for sporty riding. |
| Starter | Electric | — |
| Transmission | 6-speed | 6 Speed Manual |
