KTM 390 Duke vs Aprilia Tuono 457 – Who is Damdar Bike | Latest Comparison

The feisty KTM 390 Duke has ruled the sub-500cc performance category with an iron fist, ever since it came out in 2013. But today, we have what is potentially the biggest threat to the KTM’s throne, the new Aprilia Tuono 457.

Today, we are going to find out whether it’s time for the 390 Duke to abdicate its throne or whether its reign is gonna continue. There are a great many differences between the Tuono and the Duke, but one area where they’re rather closely matched is the design and features front.

KTM 390 Duke vs Aprilia Tuono 457 Overview

Neither of them has a really classically good-looking design, and they’re both sporty, aggressively-styled machines. I think I prefer the design of the Tuono, especially from the rear.

Because it uses the same tail unit as the RS 457, it looks really nice from the back. Coming to the KTM, it’s a proper modern-day KTM design, with sharp cuts and creases everywhere.

It will appeal to you if you are a fan of the KTM design ethos, but it’s not going to appeal to, like, the mainstream audience. Both bikes also are rather well-equipped, with things like color TFT displays, adjustable suspension, and a suite of electronic rider aids.

But it’s here that the 390 Duke clearly has the upper hand. Now, we don’t have the latest-spec bike with us, but the 2025 model of the 390 Duke comes standard with cruise control, which is a valuable feature to have.

It also has a standard bidirectional quick-shifter, which is a 20,000-rupee accessory on the Tuono 457. The 390 Duke suspension also has a wider spectrum of adjustability, because it allows you to fiddle around with the damping settings, where the Tuono only gives you preload adjustment.

While the Tuono 457’s exposed aluminum frame and that chunky fuel tank make it look properly premium, the bike’s finish levels just leave something to be desired, especially on a machine that costs nearly 5 lakh rupees on road.

For starters, the Tuono’s key is exactly the same one as the Aprilia scooters, and it just feels cheap on a bike at this price point. Then you have the brake and clutch levers, which feel a little too bargain-basement at this price point as well.

Test Drive review

In fact, the adjustable brake lever seen on our test bike is a five-and-a-half-thousand-rupee accessory, and the Tuono cannot be had with an adjustable clutch lever, even as an accessory.

There is also the plastic surrounding the headlight, which on our bike was misaligned, and all of these things put together really hurt the premium positioning of the Tuono.

This is especially in light of the fact that the gen-three 390 Duke has really nice build quality and all the touchpoints look and feel worthy of a bike that has cost upwards of Rupees 3 lakh.

Comfort overview of both Bikes

Comfort is another area where the Tuono and the Duke are rather closely matched. Let’s start with the new kid on the block, the Tuono 457. Now, this is a more comfortable machine than the RS. That’s no surprise, given its taller handlebar, but there is a bit of a lean to it.

If I am in my normal riding position, this is what it looks like. The lower body is a little cramped. Now, I am 5’11”, so for me, it’s not that big an issue, but Richard, who is above six feet tall, told me that he found the knee bend to be a little too tight for him.

The standard Aprilia seat is also not very comfortable, but the company will sell you an accessory comfort seat. No matter what seat you fit to the Tuono, the seat height does stay at an approachable 800 mm.

Moving on to the KTM, it’s a similar story in how tight and compact it feels, but it is a little different to the Tuono. The main difference comes in the upper-body position. You see, the Duke is way more upright than the Tuono.

There’s barely a bit of a lean. The lower body is very similar. Again, it’s a tight seat-to-footpeg distance for somebody like myself. Taller riders will feel more cramped, while shorter riders will like the approachable 800-mm seat height.

Now, do bear in mind that KTM will sell you an accessory tall seat, which will raise the seat height up to 820 mm, which is something I would invest in, because it would give my knees that little bit more room.

The engine Overview of KTM 390 Duke And Aprilia Tuono 457

Now, the engine is one area where the two bikes couldn’t be more different, and it’s a head-and-shoulders victory for the Tuono in this area. The Tuono’s twin-cylinder engine is nothing like you can get at this price point, and it really has a special big-bike feeling to it.

It sounds lovely, it’s characterful, has all the right pulses, but it never has harsh vibration. It’s very tractable inside the city. You don’t need to make a lot of gear shifts. You can hold a higher gear at low RPMs.

And all in all, the engine is one of the biggest USPs of the Tuono, and it’s a very strong factor that would tempt you to put your money down on one. Moving on to the KTM, it feels just as quick as the Tuono out in the real world.

Both of these are very quick, capable machines in their own right. But the thing is, you need to work the engine a little bit more to access that performance. It’s not readily available like on the Tuono.

Refinement is another area where the KTM cannot match the Aprilia because it’s a single-cylinder engine. That’s obvious. However, in isolation, the refinement levels on the Duke aren’t all that bad.

At early triple-digit speeds, the Duke is actually pleasantly refined. There’s just a mild tingle in the handlebar, and the footpegs are absolutely smooth. But one thing I don’t like on the Duke is that the quick-shifter isn’t the most seamless unit.

It can sometimes miss shifts, and you need to put in a little more effort sometimes. It doesn’t happen all the time. It’s a bit of a sporadic issue, but the quick-shifter on the Duke could be a little more seamless in its operation.

In absolute terms, the Duke isn’t that much slower than the Tuono. The difference in the 0-to-100-kph sprint is just 0.3 second between these two machines. But it’s in the roll-on acceleration comparison that the Tuono is noticeably quicker.

The difference may not be night and day, at least on paper, but in the real world, the Tuono easily edges out the Duke and is the machine that demands less effort to build speed.Now, both these bikes take very different approaches to their chassis, but they’re rather evenly matched on the handling front.

First, we’ll start with the Aprilia, ’cause it’s got an aluminum perimeter frame. It’s the only one in the class to do so. And it’s the same f-suspension and frame setup as the RS 457, and its handling also feels right there with the RS.

Even though it’s a naked bike, even though it’s got a more upright, comfortable riding position, the Tuono handles just as well as the RS whether you’re on track or on the road. And that’s really high praise for a naked, especially in this class. But there are some issues with the Tuono. First of all, the suspension setup.

Body and other Features of these two bikes

While both of these bikes have stiff suspension setups, the Tuono’s does feel a little more unforgiving, especially on Bombay’s lumpy, broken surfaces. And that’s not a very nice thing when you’re just commuting.

Another well-known issue in the Aprilia 457s is the brake fade. It’s a well-documented issue. You can fix it in the aftermarket, but right out of the box, this shouldn’t have been a problem to begin with. Moving onto the Duke.

The Duke has been a benchmark when it comes to the ride and handling package, and even in its latest avatar, it’s still right up there with the best. The suspension, it’s very poised through a corner and the bike feels like it’s on a knife edge.

It’s very easy to tip in, it’s very flickable. But the suspension, what I like about the Duke, even when you’re going over lumpy, broken surfaces, the suspension has a lot of give in the initial part of the stroke.

That makes it a very comfortable commuting companion, and the brakes still feel very, very sharp. They have good progression, they have good feedback, and the stopping force is just incredible on the 390 Duke.

And since these machines are likely to be used for longer journeys, let’s also address the tank range. While the real-world mileage figures on both bikes are quite close, since the Duke has a bigger 15-liter tank compared to the Tuono’s smaller 12.7-liter unit, the KTM will be able to go longer distances before you need to refuel than the Aprilia.

And all of that now means that we need to declare a winner. Both of these are exciting, fast, and capable machines in their own right, so we’ll start with the KTM first, because it’s been around for the longer time.

Price details of both bike

It has a sub-₹3-lakh ex-showroom price tag, it’s got the better feature set, it’s a superbly capable and exciting handler, and it’s nearly as fast as the Aprilia. Moving on to the Aprilia, the Tuono’s a fantastic machine, and it makes you feel really special every time you ride it, partly down to that engine.

But we need to address the price difference first. It’s ₹1 lakh as they come out of the showroom floor, and when you spec the Tuono with the optional quick shifter, the price difference on-road Mumbai is nearly ₹1.5 lakh.

Now, the Tuono will be an exclusive thing. It’s not going to be as common as the KTM on our roads, and there is a set of buyer out there who will pay that extra ₹1.5 lakh just for how special the Tuono sounds and makes it feel, and just because it won’t be as common a sight as the KTM on our roads.

But there is the fact that customers have been sharing issues with the Aprilia engine facing some significant reliability issues. Aprilia has recently responded to these problems, stating they’re either down to unauthorized aftermarket modifications or irregular service schedules.

The company also states that it resolved these few genuine cases that have arisen. However, it will only be a matter of time before it becomes clear that the 457 engine reliability issues have been properly sorted out. Taking all that into consideration, the KTM 390 Duke is still the king of the hill in the sub-500cc performance category.

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