KTM 250 Duke 2024 Review: The sensation of 31 hp has never been this enjoyable !

KTM 250 Duke: When you ride a 390 Duke, your concept of inexpensive performance is permanently altered. As a proud owner of a 2017 390 Duke, I can say that no tiny bike can compete with that specific formula for lunacy. In terms of its younger twin, I’ve spent a lot of time aboard a BS6 250 Duke, and to be honest, it lacks the same zing as the 390. This new 250 Duke, on the other hand, has left me wanting more after only 24 hours! Please allow me to clarify.

KTM 250 Duke: When you leave a long skid mark before coming to a halt at the very first signal after taking up the bike (supermoto ABS may now be used while on the road), you know it’s a fun machine. I let the revs rise and popped the clutch as soon as the light went green, and the front joyfully came up. Some would argue that the old 250 Duke performs all of that as well. Of course, I’ll respond, but you have to really encourage it into misbehaving. This one is inherently boisterous!

KTM 250 Duke handling Ride Comfort review

KTM 250 Duke: This new LC4C mill is responsible for a large portion of the erroneous funds. Power and torque have both increased by one unit, to 31hp and 25Nm, respectively. KTM maintains the engine on the 2024 Duke 250 is wholly new and has nothing in common with either the Gen 3 390 Duke mill or the previous 250 Duke engine. The engine casings, on the other hand, are practically identical to the new 390cc mill, while the bore and stroke statistics are identical to the previous 250cc mill. That new underbelly exhaust also looks and sounds a lot like the unit on the new 390 – somewhere between the Gen 1 and Gen 2 390s. 

KTM 250 Duke: The 0-100kph time is 7.89 seconds, which is only 0.5 seconds slower than the lighter Honda CB300R and more powerful BMW G 310 R. Below 5,000rpm, this motor seems a touch placid, and you’ll want to remain over that level if you want to have fun. It truly comes alive at 6,000rpm, and 7,000rpm to 9,500rpm is a thrilling rush.

KTM 250 Duke: While the performance undoubtedly made me happy, the greater story here is how much more useable and pleasant this engine has become at low RPMs. Okay, it’s no Triumph Speed 400 when it comes to city characteristics, but if you let the tacho drop below 3,000 rpm, it’s now a little smoother and more tractable.

KTM 250 Duke: The bidirectional quick-shifter, which is the same device found on the Gen 3 390, is a first for the 250 Duke (and the 250cc sector). Overall, it performs admirably, albeit, like with the 390, it performs best over 4,000rpm.

KTM 250 Duke: The internal gearing and final drive ratio are now altered, and the new 250 Duke can cruise at 100kph without getting buzzy, whereas the previous model would get buzzy at about 95kph. On the highway, this new bike rides smoothly up to 110kph. Even at 120kph, you only feel a slight tingling, which is rather amazing for an engine of this size.

KTM 250 Duke: There are some vibrations to be felt in general, but they travel about between the seat, footpegs, and handlebar at various rpm. This means you won’t be bombarded with vibrations in one location all the time, making them simpler to ignore. The sweet spot is between 90 and 110kph, however, there is a perceptible buzz around 70/75kph (about 5,000rpm in the sixth).

KTM 250 Duke: This eager engine is the ideal match for the new chassis, and the 250 Duke is a genuine blast on twisting roads. The lightweight RC-derived wheels and brakes, as well as the grippy MRF Steel Brace rubber, allow for intuitive direction changes. When pushed hard, the suspension seems a touch soft and lacks the firmness of the adjustable components on the 390, but the handling is classic KTM joy.

KTM 250 Duke: Overall, the 2024 250 Duke is 8kg lighter than the previous model, yet it’s so agile that it feels much lighter. The braking hardware is also from the new-gen 390s, and despite the fact that organic brake pads are used here rather than sintered ones as on the 390, there’s plenty of power and feel available.

KTM 250 Duke features

KTM 250 Duke: Suspension is typical of modern-day KTM, with a strong yet absorbent setup that filters out all but the most severe bumps on our less-than-ideal roads. And, owing to the substantial 176mm of ground clearance, you can easily explore a gravelly terrain. The new chairs are still solid, but they appear to be a touch too firm.

KTM 250 Duke: Speaking about ergonomics, the seat-to-footpeg distance is one of the 250 Duke’s flaws. My knees began to pain after one hour in the saddle, and I’m 5’11”. This may be improved by purchasing a higher seat, which elevates the seat height to 820mm from the standard 800mm. We don’t have an exact pricing yet, but we’ve been informed it should be approximately Rs 3,500. The revised 800mm seat height, on the other hand, makes this bike more friendly to shorter riders.

KTM 250 Duke: The Bluetooth technology on the 250 Duke is incredibly user-friendly, and I was able to connect my phone in less than a minute and receive call notifications as well as manage my music playing flawlessly. KTM’s app will also bring turn-by-turn navigation to the dash, but we’ve been assured that this will take some time.

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The LCD dash Is well-organized, and the Bluetooth functions are simple to use

Speaking of the dash, it’s an LCD device that has everything you want and need, however, it doesn’t naturally fit into the field of view of a taller rider. The new switchgear looks and feels like it came from a much more expensive motorcycle, which is a very lovely touch (see what I did there?). Like many new KTM designs, I’ve found myself warming to it after some time. Shorter tank extensions and plastic ‘eyebrows’ encircling the LED headlamp instead of the 390’s DRLs are two distinctions.

KTM 250 Duke Verdict date

KTM 250 Duke: Make no mistake about it: the 250 Duke is no longer the unassuming younger brother of the 390 Duke. It is a fun, quick, competent, and feature-rich vehicle in its own right, and would be an excellent upgrade from a 150cc bike. There are few chinks in its armor, and the Rs 2.39 lakh price tag, which is about the same as previously (less than a Rs 1,000 rise), sweetens the bargain even more. It isn’t as fast as the G 310 R, CB300R, or Speed 400, but it has more sports spirit and ferocity. For those of you who can’t quite afford the new 390 asking price, this may be just the ticket.

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