I hear the KTM 200 was super-hot to ride in traffic. The 390 will be as well?
Well, yes. The KTM 200 Duke didn’t really overheat in traffic but there is a problem there. The radiator fan, when it comes on, sucks hot air out of the radiator but pays no attention to where the hot air goes. And unfortunately, the engine splits the air into the two streams both of which end up on the rider’s legs. This is why the 200 Duke feels super-hot when you’re standing at a traffic light for instance. The 390 is likely to be the same.

On the other hand, remember this: higher performance means greater heat, a significant amount of which is wasted in all internal combustion engines. Which means that when you’re striving for higher performance, you’re going to have to learn to live with the heat – it isn’t really an option. Just ask any Indian superbike owners and they’ll tell you that the heat is the primary reason why commuting to work everyday on these beauties isn’t really all fun and games.

@jackofsome - Look more closely at the design of those tyres. The 390's tyres are more round'ish as compared to say an FZ which has more of a flat (low profile) design. Just my 2 cents.
Awaiting Elixir.

Even the duke 200 tyres are way more 'round' than say the Fz or the CBR. But I didn't quite check the Metz on the 390. Are they less or more than the 200's ?

I was comparing them for good 5 min, I was curious about it...
Duke's MRFs are very rounded, in fact too rounded, almost like a V. That's why they look narrower. CBR 250 and FZ have flat tires, good for straight line but crap for cornering. FZ also slides left-right a lot in muddy terrain because of those flat tires, which is not the case with Duke.

D390s Metz are almost identical to D200s MRFs in shape but they are just slightly more normal shape, less V, more O, than D200. Just slightly, you really have to look hard.
So they should look tiny bit fatter (not really noticeable) and together with 1cm lower seat for rider's lower center of gravity, provide little better cornering and handling because of more uniform rounded shape. Not to mention the grip...

Yes I had this question because in some international forums, I have read people talking about the 'fatness' of looks. For example somebody said bridgestone 016-150/60 are fatter looking than michelin pilot 1s of same sizes! But I just cant understand how come the same profile tires where all the specs are same can be different looking( fatter than other).

I was thinking yesterday night about the 390 power delivery and it's apparent departure from the 200. The 200 gearing is extremely short and it originally sported a 43 T sprocket at the rear, which was later changed to 42. This translated to awesome pickup from standstill and a sense of victory on most traffic lights .
The 390 has taller gears, picks up well from standstill but relatively poorly if one considers the fact that it's the same chassis as the 200 with twice the power. "Relatively" is the operating word here. One should think what would have happened if the KTM guys would have opted for the same maniac character of the 200. The jolt(launching from zero in first gear) one gets on the 200 would have doubled on the 390 then, resulting in probably the rider loosing grip of the handlebars.
Then it struck me. In light of the upcoming RC 390, I think, the same gearbox of the 390 would be used with only minor tweaks in mapping for increasing the top speed probably.
Makes sense, you essentially manufacture the same bike with a fairing and new handlebars(clip ons) with even the gearbox remaining the same.
I don't really find another reason for the relatively laid back character of the 390, given the fact that dukes are known for keeping the rider busy. If there was not a possibility of using the same setup for the RC 390, the designers would have opted for the Duke series USP, namely maximum fun possible in lower and mid range and not much regard for the higher rpms and top end. Make no mistake, the engines are all hig revving, but they don't wait for the higher revs to make the rider grin.

I had the opportunity to ride the 390 40 kms on a ghat section around pune. yes, engine heating maybe an issue in the city,however, the ghats/highways seems manageable.
hopefully i should get the bike within the next few days. I'll keep the group updated.

Bro you need to ride this bike a little more to see how it behaves. I spent a lot of time with it and rode it on some of the best Delhi roads. The power delievery is perfect for daily use. A more agressive bike would only result in the front popping wheelies everywhere. Take a 390 to a nice road with less traffic and keep it above 5k revs in every gear and you are gonna enjoy a LOT. It just keeps on pulling and never feels like its working hard. On nice twisty roads and i am sure it will give any 600 a run for its money.

You can always install a custom rear sprocket. How about a 52teeth sprocket? Thats gonna make it wheelie everywhere .

BTW love ur userid bro, Doga is my all time fav comic character .

Pasting a section of a review that I read which very much talks about low bottom end that some of us observed and is bang on.

"Clutch feel was not as smooth as a D200′s & its heavy & requires a harder pull to disengage and tires you in a stop-go traffic. Slot into first and the first gear was selected with an assuring “thud”. D390 is geared taller and that along with an unimpressive low end will require the rider to slip the clutch to get going from a stand still. Till about 5000 rpm, its unimpressive for a machine that produces a peak power of 43hp and 35 nm of peak torque. By this time it was apparent that most of the power of the D390 is at the higher revs. If you short shift at around 4-5k rpm you will feel the vibey nature of a big single when under load"

KTM Duke 390 Review | throttlers.net - Part 2

Jus rode the 390 and tell u what its perfect for city riding no hiccups watsover in bumper to bumper traffic..... easily beats D200 ... cant wait to get my hands on 390.... wonder y people are cribbing abt how the 200 is better than 390 ....