We often discuss how motorcycling is about passion, freedom, and brotherhood. In addition to all that, it is business as well… and pretty good business, at that! So when a brand sees what a hot seller the Yamaha MT-15 is, it is only natural to want a piece of that action. Well, KTM seems to have had enough of being on the sidelines in this particular segment. So, we welcome the KTM 160 Duke. Now, let us begin the first-ride review of the KTM’s little streetfighter that’s big on goalzz. 

Let us start by saying that this isn’t KTM’s first foray into the under-200cc category. Before the 160 Duke, there was the 125 Duke. It was a true KTM, but that engine and the power figures were a hard sell at that price. 

That was the only problem with it, and KTM fixed it with the 160 Duke. If this were the motorcycle that came before, it would have been ruling the segment. That was not to be, and we have the 160 Duke aiming straight at the MT-15’s crown. 

As always, we start with the looks. It is a spitting image of the KTM 200 Duke. The 200 Duke is handsome. So, by extension, the KTM 160 Duke is handsome as well. The difference between the two is mostly in the finer details, but the big one is the colours available: Electronic Orange, Atlantic Blue & Silver Metallic Matte. 

No matter which colourway you go with, though, you get a traditional-looking KTM. An aggressive front fascia that tapers into a slim tail. On the side, the trellises or the trelli also give the 160 Duke’s KTM-ness away. 

The result of the third collaboration between xBhp and Axor, the iNineteen builds upon the qualities of the Axor Apex helmet augmented by stunning graphics and a beautiful message for the younger generation.

The quality and finish levels are pretty nice as well. A few things that we’d like to point out are that it gets the latest-gen wheels, brake discs, and switchgear (similar to the latest 390 Duke). Pretty neat. 

The LCD instrument cluster is okay, but at this point, we believe that a TFT would have made more sense. You get standard dual-channel ABS with Supermoto mode, slip-and-assist clutch, and even turn-by-turn navigation (with the Bluetooth console). So, the equipment on offer is quite alright for the class as well. 

Now, performance. The KTM 160 Duke is powered by a 164.2cc, single-cylinder, liquid-cooled engine that makes 19 Ps of power at 9,500 rpm and 15.5 Nm of torque at 7,500 rpm. This makes it the most powerful motorcycle in the class yada yada yada. Those are just numbers. But the performance is anything but yada yada yada. 

Apparently, that is enough power to push, no, shove this 147 kg (kerb) motorcycle to sprightly speeds really, really quickly. The engine has a lot of punch, but in true KTM fashion, the action lies in the higher RPMs. You rev it and it rewards you. Moreover, the engine is refined as well. Slight vibrations do creep in around 6,500-7,000 rpm, but they aren’t deal-breaking or anything. 

In the city, the KTM 160 Duke is a very, very fun motorcycle to ride. The light clutch and the peppy engine make it a fun little number. The large radiator also has more than enough surface area to cool the mill, so the heat management is really good as well. You will find yourself wringing the throttle more often than not because the power is not outrageous, but the delivery is super fun. 

Another thing that contributes to the manic acceleration is the uber-short gearing. That comes at the cost of top speed, but over 120 kays an hour is quite respectable, in our opinion. Especially when it means that off the line, the 160 Duke is quite the launcher. This also proves that the power-to-weight ratio is more significant than one thinks. 

On the highways, the aero takes over, and the engine’s seemingly unlimited potential is brought back to reality. Still, it keeps you adrenaline-flush till around 90 kays an hour, which, in our opinion, is not too bad for a 160cc motorcycle. 

Onwards to handling. Talking about any KTM’s handling feels almost like an insult at this point. The split-trellis frame, the WP USD forks, the 320 disc, and the aggressive ergonomics (relatively… for a streetfighter); need we say more? But this is a review, so we must. 

The KTM 160 Duke is as intuitive as they come. In the city, it urges you to gallop through every gap you see. Show it a corner and it just wants to dive right for the apex. The braking is sharp and progressive. All of it inspires a lot of confidence for newer riders to push. The potential of the chassis is limited just a little because of two things: the slightly softer suspension and the tyres.

There are reasons for that as well. A stiffer suspension setup aids handling and feel, but breaks your back. This is a motorcycle aimed at beginners. Also, beginners tend not to have an unlimited supply of soft-compound rubber, so they need something that can do just enough and last long enough. So, these are justified sacrifices. 

Overall, the KTM 160 Duke seems like a really good motorcycle. For 1.85 lakhs (Ex-Showroom, Delhi). The MT-15 costs around 1.7 lakhs (Ex-Showroom, Delhi). The 160 Duke has more power and a fair bit more torque. The MT-15 is around 6 kilos lighter. These two can trade blows all day. 

The Yamaha MT-15 has a sneaky trick. The price mentioned above is for the base variant. It is devoid of the LED-flasher and Y-Connect. Other colours and turn-by-turn navigation cost more. But KTM’s Bluetooth module for turn-by-turn navigation also sets one back by around INR 5,000. As mentioned earlier, these two can trade blows all day. 

Finally, it is down to individual choice. In terms of all metrics, both of these motorcycles are quite close, so it’s down to which one’s style you like more or which one’s power delivery you like more. The MT-15’s linear build-up or the 160 Duke’s explosiveness off the line. 

In our opinion, you can’t go wrong with either, but to be honest, it feels good that there’s another choice in the class now… and that it is a KTM!