The verdict of the test bench
Honda CB500F and the KTM Duke 390 has been designed for emerging markets while playing entries range in Europe and the United States. With, therefore, the need to comply with the new A2 license.
Honda has limited the power of the engine 35 kW / 47.5 hp., maximum limit set by European regulations. KTM, we also wanted to qualify the 390 Duke, who with 32 kilowatts (44 hp) to 139 kg dry, proved too light to be approved A2. KTM has opted for a mechanical clamping to 40 horses to get adequate power to weight ratio.
Honda has limited the power of the engine 35 kW / 47.5 hp., maximum limit set by European regulations. KTM, we also wanted to qualify the 390 Duke, who with 32 kilowatts (44 hp) to 139 kg dry, proved too light to be approved A2. KTM has opted for a mechanical clamping to 40 horses to get adequate power to weight ratio.
With its vertical twin-cylinder 471 cm3, the Honda CB 500 F (green curves) dominates much the KTM 390 Duke (red curves) and 373.2 cm3 cylinder of the dynamometer. Seen particularly at the torque curve, always more favorable to Honda.
Nevertheless, the small KTM did not leave as is and speak the top end power side powder is to dominate the Honda by two times. While we had a KTM Duke 390 in "free" version, but the difference in A2 version would anyway not much more significant.
Through its lightness, vivacity of its engine and its relationship final shorter, the KTM allows better times than the Honda, sixth from 110 km / h. Not bad for the small single which also has enough safe to overtake with confidence on the road.
approval side, note that the engine of the Honda heater little compared to the KTM, which quickly triggers the fan. Moreover, cold, single-cylinder KTM is quite inconsistent with a delicate balance of the throttle, and lack of smoothness during his warm-up. Honda, it gives the best of itself in the first kilometers.
linear One feels the Honda good curve on the road: escalation revving, no kick in the butt, or a pulling sensation given regime. In contrast, the KTM reveals its angry character well on the road, with a mid-tier system that pulls the arm (yes, the term is justified) and a good length well marked.
Nevertheless, the small KTM did not leave as is and speak the top end power side powder is to dominate the Honda by two times. While we had a KTM Duke 390 in "free" version, but the difference in A2 version would anyway not much more significant.
Through its lightness, vivacity of its engine and its relationship final shorter, the KTM allows better times than the Honda, sixth from 110 km / h. Not bad for the small single which also has enough safe to overtake with confidence on the road.
approval side, note that the engine of the Honda heater little compared to the KTM, which quickly triggers the fan. Moreover, cold, single-cylinder KTM is quite inconsistent with a delicate balance of the throttle, and lack of smoothness during his warm-up. Honda, it gives the best of itself in the first kilometers.
linear One feels the Honda good curve on the road: escalation revving, no kick in the butt, or a pulling sensation given regime. In contrast, the KTM reveals its angry character well on the road, with a mid-tier system that pulls the arm (yes, the term is justified) and a good length well marked.
Power and torque readings to the crankshaft (CE95 standard / 1)
Honda CB500F (green curves): 47.1 hp at 7866 rev / min, 4.8 kgm at 6234 rpm / min KTM Duke 390 (red curves): 46.9 hp at 6980 rev / min, 4.4 kgm at 5750 rev / min
Power and torque returned to the wheel
Honda CB500F (green curves): 42.9 hp at 7866 rev / min, 4.2 kgm at 6234 rpm / min KTM Duke 390 (red curves): 42.8 hp at 6980 rev / min, 3.8 kgm at 5750 rev / min
Speed regimes played on the counter, calibration
Honda CB500F:
130 km / h, 126 km / h real, 6000 rev / min
90 km / h, 87 km / h real, 4 000 r / min KTM Duke 390: 130 km / h, 127 km / h real, 7200 rev / min 90 km / h, 88 km / h real, 5200 rev / min
130 km / h, 126 km / h real, 6000 rev / min
90 km / h, 87 km / h real, 4 000 r / min KTM Duke 390: 130 km / h, 127 km / h real, 7200 rev / min 90 km / h, 88 km / h real, 5200 rev / min
As might be expected, the KTM Duke 390 is rotating faster than the Honda CB 500 F. This allows him to beautiful times on the back roads and even on highways. However, it gives more feeling of force and vibration on highway line 125/135 km / h does not want to give such a speed for long periods.
Average consumption recorded during the test
Honda CB500F: 4.5 l/100 km (min 3.7 l/100 km to 4.8 l/100 km max) KTM Duke 390: 4.3 l/100 km (min 3.8 l / 100 km to 4.4 l/100 km max)
Two bird appetites! Good for the wallet considering the price of unleaded! The KTM Duke 390 even manages to consume less than the Honda despite its higher engine speeds and angry character that encourages bomb. In short, there are ways to do even better by staying wise.
Kerb Weight checked
Honda CB500F: 193 kg (93.6 front, 99.4 rear), 192 kg announced KTM Duke 390: 151.8 kg (77.8 front, 74 rear), 139 kg dry announced
41.2 kg between our two bikes! This is huge. When handling way stroller, KTM reveals indeed light weight. Honda already slightly in absolute terms, makes up from 30 km / h with a stunning balance.
Equipment - Manufacturing
Although an assembly in Thailand, Honda CB 500 F gives no sign of poor manufacturing, we find no significant difference with Honda manufactured in Europe. High quality made in Japan, are neater, but the rates are in keeping. Honors for the integration of the dashboard, the environment of the handlebar, one worthy of a CB1000R!
Practical aspects are sufficient: complete dashboard (gauge, clock), but no gear indicator. The warnings are there, but the inversion of the control horn and flashing has something annoying. The passenger seat is better than the KTM: well designed handgrips, footrests lower, less vibration, more room ...
In addition, Honda has anchor points to secure a bag on the saddle, has accommodation for a U-lock catalog Honda under the seat and can accommodate a center stand option. The brake and clutch, not adjustable, are too wide for small hands.
maintenance side, Honda recommends a visit to the workshop every 12,000 km, with recurring drain and various controls. Valve clearance is controlled every 24 000 km.
Practical aspects are sufficient: complete dashboard (gauge, clock), but no gear indicator. The warnings are there, but the inversion of the control horn and flashing has something annoying. The passenger seat is better than the KTM: well designed handgrips, footrests lower, less vibration, more room ...
In addition, Honda has anchor points to secure a bag on the saddle, has accommodation for a U-lock catalog Honda under the seat and can accommodate a center stand option. The brake and clutch, not adjustable, are too wide for small hands.
maintenance side, Honda recommends a visit to the workshop every 12,000 km, with recurring drain and various controls. Valve clearance is controlled every 24 000 km.
Built KTM Bajaj KTM employees under control, the Duke 125, 200 and 390, then back to the factory autrichiennne for a final check. This is the price to pay to be sure of its quality, even lose a lot of time, energy and money supply.
Though it is proposed that a single very distinctive colors Ready To Race KTM Duke 390 displayed a high quality of workmanship. While the beautiful pieces (oscillating arm wheels ...) alongside less meaningful elements (bracket Bybre / By Brembo brake made in India), but overall, the KTM is very friendly to detail.
Dashboard is complete with a clock, fuel gauge, engine temperature, a shift light, a gear indicator, but the whole is very readable. The ABS comes standard can disconnect via a concealed on the dashboard button. KTM chose to put out of sight so as not to encourage them to disconnect. If necessary, at each reset the counter, the ABS is automatically reset.
He 'is little practical aspects of the KTM 390 Duke: the passenger seat only hides the storage toolkit and stow a bag will tricky. KTM obviously offers optional accessories to fix it.
maintenance side, the revisions are recommended every 7500 km, with a check valve clearance every 15,000 km and a development of injection each time in the workshop via suitcase KTM diagnostics. Still, some mechanics, drain all the little engine 5000 km is not luxury given its level of performance.
Though it is proposed that a single very distinctive colors Ready To Race KTM Duke 390 displayed a high quality of workmanship. While the beautiful pieces (oscillating arm wheels ...) alongside less meaningful elements (bracket Bybre / By Brembo brake made in India), but overall, the KTM is very friendly to detail.
Dashboard is complete with a clock, fuel gauge, engine temperature, a shift light, a gear indicator, but the whole is very readable. The ABS comes standard can disconnect via a concealed on the dashboard button. KTM chose to put out of sight so as not to encourage them to disconnect. If necessary, at each reset the counter, the ABS is automatically reset.
He 'is little practical aspects of the KTM 390 Duke: the passenger seat only hides the storage toolkit and stow a bag will tricky. KTM obviously offers optional accessories to fix it.
maintenance side, the revisions are recommended every 7500 km, with a check valve clearance every 15,000 km and a development of injection each time in the workshop via suitcase KTM diagnostics. Still, some mechanics, drain all the little engine 5000 km is not luxury given its level of performance.
Read more at http://www.moto-station.com/article17086-p3-honda-cb-500-f-vs-ktm-duke-390-sympas-les-petits-roadsters-a2-.html#yRogsJHv35lVPvLV.99
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