Duke 200 tweaks for a better touring experience - Part 1: Replacing the 43T rear sprocket with a 42T

My KTM Duke 200 was a part of the initial lot that were produced during the initial launch phase. During that time, KTM bike enthusiasts will recall that the color options available was limited to orange. The  rear sprockets provided by the factory at that time were the 43 tooth (43T) version. The short stroke 200 cc motor, the gearing and the 43T rear sprocket resulted in a motorcycle that was heavily biased towards extreme acceleration. During this extreme acceleration, Dukers always hit the rev limiter in the bottom three gears - all the time. This was frequently noted as a "con" (all reviews concluded in pros and cons) in many of the online reviews written by the owners. While the insane acceleration was great for an Orange Day track racing or for 'street fighting', the acceleration was too aggressive for my primary usage - city riding and frequent long distance highway rides.

In mid 2014, my Duke, having about thirteen-odd thousand kilometers on the odo, was due for its next paid service at the authorized service center (ASC) in Mumbai. The guys at the service center were keen to replace my chain and sprocket set as part of the recommended maintenance schedule. By that time (early 2014), KTM had discontinued the 43T rear sprocket replacement sets and ASCs were fitting the 42T version on all the bikes. In fact, all new Duke 200s manufactured since sometime in 2013 were rolling out of the factory with 42T sprockets at the rear.

When I took delivery of my Duke 200 after the service, it was apparent that the "insane" acceleration  was less "mental".  During brisk acceleration - changing gears at just the right revs is now a lot easier. No more hitting the rev-limiter every time in gears 1-2-3. The Duke now also reaches a slightly higher maximum speed in each gear - reducing the need for frequent gear shifts. By applying the laws of sprocketing, mileage should have marginally improved too.

The sprocket change is a must for comfortable highway usage.

So is the new setup better? This setup is a lot more usable for highway riding. The Duke still has enough bite while accelerating for use on the highway. Playing catch-up with bikes in the distance is still easy. You don't bang  into the annoying rev-limiter in every gear anymore. The biggest advantage - the bike is now riding a lot smoother after the sprocket change! Do I miss the insane bit of acceleration with the 43T? Only sometimes!

Running in the KTM Duke 200 - Riding the highways

No amount of internet reviews or magazine comparos can substitute for real world motorcycle riding. My first hand report of riding the highways on KTM Duke 200. A 400 kilometer weekend trip.

I am a strong believer of running-in a new engine using the 'old-school' method. The KTM manual too, clearly states that for the first thousand kilometers the engine's revs need to be kept below the 7,500 rpm mark. Taking a new motorcycle on the open highways during its running-in period is an activity that requires a lot of restraint on the rider's behalf. However, on the road, even during the run-in phase, the bike is a exciting to ride and I can barely wait to get my running-in done and over with.

Once on the highway I realize that the engine has a nice "power" feel to it! The exhaust note is throaty and (amongst stock setups) the best I have heard from Indian bikes upto 200 cc. Power delivery is instant and the immediate acceleration can actually get quite addictive. The short stroke engine begs to be flogged and the revs rise nice and quickly.

One thing I notice on the highway (while cruising in 5th and 6th gear) is there is not much of a need to use the brakes. Just release the throttle and the engine braking from the revs falling acts as a suitable speed reducer. It does so in such a linear manner that it almost becomes second nature to the way I ride the bike. Of course the villager's straying herd of cows, or a tractor taking the illegal turn—all very common on the Indian highways—makes sure that the brakes are used when needed.

The Duke's ride is on the firm side—not too much fun when going over broken tarmac—but very inspiring for attacking the twisties or during an urgent braking maneuver. The riding stance is upright and fairly comfortable, even for several hours at a stretch. The seat is a bit hard and may take a bit getting of used to—especially for someone like me, who has been used a Royal Enfield Bullet over the past several years.

Carting a fair amount of luggage is no problem thanks to the Dirt Sack Speedbag that I managed to pick-up just before the trip. These soft panniers are well-made and offer more than sufficient space for the weekend ride. Maybe a detailed post on those sometime soon.

Taking a break on Lonavala Ghats

Is it advisable taking this street bike 'off the streets' and on to the highways? Definitely yes! While the hard seat may require more frequent pit stops, the power-rush more than makes up for that. Add into the equation the razor sharp handling and solid brakes, and I realize that this is definitely the machine that will be my ride for conquering the Indian highways for a long time to come.