2022 KTM RC 390 Second Ride Review

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The 2022 KTM RC 390 boasts significant sport-inspired revisions for serious performance. (Casey Davis/)

The all-new 2022 KTM RC 390 has already made a big splash across the world, offering budget-minded supersport enthusiasts a premium choice in the entry-level sportbike category. Lucky for the American market, the new model is set to arrive stateside in April of 2022.

Cycle World has already had its hands on the 2022 KTM RC 390 with the assistance of European contributor Adam Child, who argues the updated model sets a new benchmark in the category via superb performance, top-shelf componentry, and an all-new electronic rider aids package. I recently had the opportunity to sample the updated European-spec, preproduction RC 390 for myself at Streets of Willow Springs, a known proving grounds and host to several past CW tests. I am pleased to confirm Child’s positive reports, and I’ve got a big grin and a hammered set of knee sliders to prove it.

The KTM RC 390 receives a major overhaul for the 2022 model year, including the RC16 MotoGP-inspired bodywork design which was developed using a computational fluid dynamics process (CFD) for maximum aerodynamic gains. (Casey Davis/)

Powering the KTM RC 390 is a liquid-cooled 373cc DOHC single-cylinder engine, which sees a small number of revisions in comparison to the prior model year. It breathes through a 40-percent-larger airbox and has an all-new exhaust system and updated engine mapping. Measured on the in-house Cycle World Dynojet 250i dynamometer, the 2022 RC 390 produced a modest peak 40.16 hp at 8,850 rpm and 24.36 pound-feet of torque at 6,880 rpm.

How does it compare to in-class competitors? The results are smack in the middle of the 43.4 hp and 24.7 pound-feet of torque produced by the last Kawasaki Ninja 400 we dyno tested and the Yamaha YZF-R3′s 36 hp and 19.8 pound-feet of torque measured on the CW dyno.

Horsepower and torque figures of the European-spec KTM RC 390 ran on the <i>Cycle World</i> dyno. (Robert Martin Jr./)

The balance of power is what makes the RC 390 so enticing on the racetrack. Power delivery is linear and tractable across the rev range with a confident grunt on bottom, and it builds to a gratifying oomph near its 10,200 rpm redline. Maintaining momentum and gear selection are critical, as with any small-displacement sportbike, but that’s what makes ripping the 390 around the racetrack an entertaining and educational experience for even the most experienced rider.

The RC 390 is worthy of an exhilarating zing in top gear, consistently indicating speeds of more than 100 mph via its TFT display. (Casey Davis/)

Speaking of gear selection, our RC 390 test unit was equipped with an accessory bidirectional quickshifter offered via KTM’s PowerParts catalog, providing clutchless up- and downshifts through its six-speed gearbox. Gear ratios are well spaced, but toeing the shift lever required deliberate effort to ensure smooth selection and avoid the all-too-common and frustrating misshifts happening during both acceleration and deceleration. Deactivating the quickshifter and resorting to traditional techniques somewhat relieved the issue, but did not entirely resolve it.

Premium WP Apex components handle the RC 390’s suspension tasks. Offering 30 clicks of compression and rebound damping at the front and adjustable spring preload and rebound damping at the shock is a real bonus in the small-displacement supersport category. (Casey Davis/)

The twisting 1.6-mile circuit of Streets of Willow is perfectly scaled to test the RC 390. The little KTM would consistently reach speeds above 100 mph on the back straightaway in top gear, and the track was so smooth that the chassis displayed confidence-inspiring composure while hammering against competing motojournalists. At a relatively lightweight 365 pounds fully fueled on the Cycle World scales, the 390 is nimble and requires little steering effort to smash apexes thanks to a 7.5-pound weight loss of unsprung weight in the wheelset. Even the OE-fitted Continental ContiRoad rubber handled the task of lengthy track sessions without protest and offered super grip.

The only thing holding the stock-trim RC back is ground clearance of the footpegs while decking it on its side. A set of aftermarket rearsets and a few added degrees of lean angle are in order for more than occasional trips to the track.

Momentum is the ally on a small-displacement sportbike. Keep the rpm up and be rewarded with quick lap times! (Casey Davis/)

A remarkable chassis balance is further complemented by high-quality WP Apex suspension componentry. The highlight of the WP suspension is a high level of adjustability, especially considering that this is where the RC’s main competitors lack. The fork offers 30 clicks of compression and rebound damping adjustment while the shock is adjustable for spring preload and rebound damping, but the standard settings provided a solid balance and smooth action for my 140-pound frame. Having adjustability is a huge plus in tailoring the motorcycle’s behavior to preference.

An all-new exhaust system is outfitted to the RC 390 with enough ground clearance to safely clear the asphalt at maximum lean. (Casey Davis/)

The KTM RC 390 features a first-in-class electronic rider aids package assisted by a three-directional inertial measurement unit, which while not high-tech as a six-axis IMU used on larger-displacement bikes, enables precise intervention with fewer sensors. Bosch Cornering ABS function highlights the radial-mounted ByBre braking componentry, providing such smooth intervention that I never had to toggle the ABS off. Likewise, a selectable Motorcycle Traction Control (MTC) setting is standard on the RC. There was no TC reaction in a day of testing, but it’s nice to have in the back pocket for tricky conditions.

The KTM RC 390 confidently smashes apexes, but scrapes its footpegs at serious lean. (Casey Davis/)

A number of fine details remind of the build quality we’ve come to expect of KTM, like the easily readable TFT display and full-LED lighting. Even the bodywork is designed for quick removal and installation, should you fit your RC 390 with a set of track-dedicated bodywork for your next weekend excursion. Considering the first-rate quality and componentry, it’s hard to argue against the $5,799 price tag.

The KTM RC 390 enters the United States market for a remarkable $5,799. When considering its performance and premium componentry fitted to it, it’s difficult to deny it as a budget-conscious sportbike. (Casey Davis/)

The 2022 KTM RC 390 is clearly a one-up against its small-displacement supersport competition, combining undeniable performance with a number of exceptional details to achieve a high-quality feel in a low-cost package. It may be time to take KTM’s Ready to Race company promise straight to its rivals in an entry-level sportbike shootout.

Just a few more laps aboard the RC 390, please! (Casey Davis/)

2022 KTM RC 390 Specifications

MSRP:	$5,799
Engine:	DOHC, liquid-cooled single-cylinder
Displacement:	373cc
Bore x Stroke:	89.0 x 60.0mm
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	40.2 hp @ 8,850 rpm
Cycle World Measured Torque:	24.4 lb.-ft. @ 6,880 rpm
Fuel System:	Electronic fuel injection w/ ride-by-wire
Clutch:	PASC anti-hopping slipper; mechanically operated
Frame:	Steel trellis tube
Front Suspension:	WP Apex 43mm inverted cartridge fork, compression and rebound adjustable; 4.7 in. travel
Rear Suspension:	WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel
Front Brake:	4-piston ByBre caliper, 320mm disc w/ Cornering ABS
Rear Brake:	1-piston floating caliper, 230mm disc w/ ABS
Wheels, Front/Rear:	5-spoke wheels; 17 in. / 17 in.
Tires, Front/Rear:	Continental ContiRoad; 110/70-17/ 150/60-17
Rake/Trail:	23.5°/3.3 in.
Wheelbase:	52.9 in.
Ground Clearance:	6.2 in.
Seat Height:	32.4 in.
Fuel Capacity:	3.6 gal.
Cycle World Measured Wet Weight:	365 lb.
Availability:	Now
Contact:	ktm.com

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