KTM 160 Duke Review: Is The New Youngest Duke Now City Friendly?

KTM just launched their youngest motorcycle in the lineup, the 160 Duke, which has been built to provoke before it even leaves the parking lot. Though the 160 might be the youngest, don’t mistake it for a watered-down entry bike. This one’s sharp, angry, and designed to make sure your very first motorcycle isn’t boring. To come to a conclusion about whether the youngest isn’t a bore or not, let’s go through what it offers us, shall we?

Design & Technology

After swinging a leg over the 160 Duke, what I’ve come to notice is that KTM hasn’t compromised on design. It’s every bit as brash and sharp as its bigger siblings, featuring a durable and lightweight fibre included in the body panels, including the sharp aerodynamically enhanced tank shrouds, except the completely metallic fuel tank.

The exposed trellis frame enhances the overall sporty appeal, mimicking a signature styling of KTM racing DNA that is further complemented by four new striking personas. Another design cue that can be noticed is the six diagonal auto-intensity adjustable LED projectors framed under DRLs (daytime running lamps) and a continued transparent LED tail section, which is a similarity shared among the smaller members of the Duke family.

Touching on the technological aspects, now the smallest in the Duke family, replacing the latter, the 125 Duke hoists a 5-inch LCD instrument cluster, which, besides supporting Bluetooth connectivity for turn-by-turn navigation and message/call notifications, is also a safety guide through the bike’s side-stand cutoff, further followed by a gear-changing indicator. The gear-shifting indicator ensures that the machinery is prevented from wear and tear by directing the rider to up-shift at higher speeds while at lower gears. Additionally, the digital cluster displays the rear ABS engagement status and the gear-position indicator.

Engine & Performance

At its heart, the 160 Duke derives an all-new 164.2 cc liquid-cooled single-cylinder 4V displacement. The liquid-cooling system improves the overall experience even with the single overhead cam (SOHC) setup, as KTM says their SOHC is based on the principles of the dual overhead cam (DOHC) technology sourced from the larger displacement Dukes. Therefore, the power supply under the ride-by-wire throttle response appears to remain uncompromised compared to the competition.

Talking of the performance figures, the engine churns out a power output of 18.74 bhp, which, in comparison to the Yamaha MT15, is 0.58 bhp more, while the torque delivery remains 15.5 Nm. Moreover, the engine mimics the characteristics of the 200 Duke with a commuter-friendly approach while maintaining its performance orientation. In real-world conditions, the engine is capable of cruising above 90 to 112 kmph, even during city manoeuvring, and only redlines at 9,500 RPM, where the maximum output is sourceable between 4,000 and 6,000 RPM. KTM claims the top speed of this 160 cc engine is 130 kmph with the capability to sprint a lap of 0-60 kmph in just 4.5 sec.

However, I personally cruised at 97 kmph, shifting around fourth to fifth gears, where the six-speed transmission assisted by a slip & assist clutch made my experience quite comfortable, especially under traffic congestion, to easily overtake without letting the engine be pushed, allowing a better fuel economy to be maintained, which is claimed to be 40 kmpl (ARAI), although during daily conditions, be they urban or rural, depending on your riding style based on adequate gearing patterns, a mileage figure up to 35 kmpl is achievable. Also, to be noted is that the lower gear and higher speed, or the higher gear and lower speed combination of this motorcycle is odd, while the higher gear and higher speed combination is mostly considered to be the sweet spot for a slicker and smoother biking experience.

In addition, the machine is pushed beyond its limits, possibly due to its faster acceleration rounds enabled by the rear 43-tooth sprocket; hence, it is ridden aggressively; it may still yield a mileage figure of up to 27 kmpl. The 160 Duke is equipped with performance-focused, 17-inch steel-radial tubeless tyres that are designed to handle corners on the track at higher speeds, along with city rides, maintaining a steady torque supply management.

Furthermore, the performance quotient on the 160 Duke could be further enhanced with the help of rear-wheel ABS disengagement, also known as "Supermoto ABS". This feature sets the rear wheel free, allowing the bike to simply glide over the smooth tarmac, letting the generated power delivery channelise in a way that makes the acceleration quicker in calibration to the body-to-weight ratio, which is precisely 0.13. Cutting it short, the 160 Duke’s engine is a fine-tuned alternative to its successor, engineered to excel as a multi-purpose unit.

Ride & Handling

The 160 Duke underpins the trellis frame, which has been designed to take on both the urban stretches and rural streets. In this phenomenon, the kerb weight of 147 kg plays a crucial part. The lightweight body permits it to be flickable, quick, and adequately swift. However, this doesn’t compromise on the stability, as even at higher speeds the body in combination with the frame acts opposite to the wind pressure, keeping the rider in a confident position during both the highway runs as well as cornering around tracks.

I would like to add up the flat, shorter-width tubular handlebar rakes at 24 degrees, which, in addition to a shorter wheelbase of 1,357 mm, improve the bike’s ergonomics by featuring a short turning radius, which is quite handy during traffic manoeuvres and overall rider command. The aluminium-type swingarm setup boosts the bike's all-round rigidity, ensuring complete control and preventing imbalances in any situation. Considering tyres are an important element of the entire scenario, they stick to the surface and do not lose grip, ensuring hassle-free riding not just on smooth surfaces but also on uneven patches.

The suspension, on the other hand, is carved in consideration of the diverse Indian road conditions, followed by the demographics. The quality, without being mentioned, of the hardware remains top-notch, including the badging of WP-Apex, where the front 43 mm open-cartridge upside-down (USD) forks with a longer travel of 138 mm offer excellent damping, while the rear 10-step preload monoshock takes care of every pothole, broken road, and rocky slush, soaking up every impact while driving through, preventing both the rider and pillion seated 815 mm from the jolts, which makes it best suited for pillion travel around 50-100 km.

While riding through the rural localities near Gurugram, Haryana, I encountered multiple potholes and broken patches; however, the suspension responded positively, further complemented by its higher 174 mm of ground clearance, which is even the case at higher speeds. The 160 Duke, classified as a naked streetfighter, features rearward footpegs that create an aggressive rider’s triangle, allowing for a streamlined lean angle that enhances track performance, saddling to some extent and cornering agility.

However, the overall riding position remains comfortable, allowing for an upright posture and stature. Mentioning Bybre braking, the front radial callipers fit four pistons, whereas the rear axial callipers bolt dual pistons, making the braking bite extremely crisp for the switchable dual-channel ABS. Riding over 97 kmph, I was able to brake effectively in a shorter period of wheel rotation after pressing the hydraulic levers. The front 320 mm and rear 230 mm rotor discs make sure the grab of sintered pads is just right but at the same time firm enough to avoid wheel locking, avoiding accidental situations.

Verdict & Conclusion

If I had to give you one reason why I’d buy the new KTM 160 Duke, it’s simple: it makes every single ride feel special without overwhelming me. This is a motorcycle that wears the full Duke suit: sharp design, exposed trellis frame, aggressive stance, and that unmistakable KTM road presence. When I pull up at a signal, it does not look like “just another commuter”. It looks like a proper streetfighter, and that sense of character is something I’d happily pay for.

But looks aside, the Duke 160 really wins me over with how approachable it is. I don’t need to be an experienced rider to enjoy it. The shorter gearing, lighter weight, and friendly seat height make it effortless in the city. It’s quick off the line, agile through traffic, and forgiving if I don’t ride it like a pro. That’s where it differs from other Dukes: it doesn’t demand aggression all the time. Instead, it grows with me, matching my confidence as I ride more.

Then there’s the practicality. At under ₹1,84,998 Lakh (ex-showroom), I get premium hardware, dual-channel ABS with Supermoto mode, and a Bluetooth-enabled console. These are features many bikes in this bracket simply don’t offer. For someone starting their motorcycling journey, that’s a huge plus. It’s not just a “first bike”; it’s a first premium sports bike.

Yes, the 200 Duke has more power and feels more alive on highways, but honestly, my daily riding is mostly city traffic with short weekend runs. For that use case, the 160 Duke is lighter on the pocket and easier to manage and still delivers KTM’s trademark fun factor. I’d buy it because it gives me the Duke experience without pushing me beyond my budget or my current skill level.

In short, the KTM 160 Duke feels like the perfect balance: it’s stylish, playful, and practical, but most importantly, it makes me want to ride more often. And that, for me, is reason enough to own one.