2017 KTM 125 Duke review | A hooligan on L-plates bringing naked aggression to the 125 class

On the move, the 125 feels like a well put-together package. The gearbox is slick and the WP suspension feels sporty and well sprung, unlike most soft and wobbly 125s on the market..

A new chassis has helped KTM sharpened the handling and steering. The steel trellis frame, which now has a bolt-on subframe and a KTM 690 Duke look-a-like lattice swingarm, has racier geometry and a slightly more canted-forward riding position that shifts more weight on to the front end.

As a result, there’s extra feel for what the front tyre is doing in the corners, but the KTM is still roomy, comfortable and with its straight bars, still has an aggressive, supermoto feel to it.

Adding to the sense of big-bike quality is the new non-adjustable WP 43mm upside down forks and single rear shock, which gives the 125 Duke a more controlled ride.

The Duke’s A1-licence-friendly 15bhp liquid-cooled, single-cylinder 124.7cc motor has been breathed on for 2017 to meet Euro 4 regulations and the old underslung exhaust makes way for a new side-mount item.

The engine offers ample performance for urban riding and, thanks to a dry weight of just 137kg, has more than enough power to stay ahead of the traffic.

125 machines are limited to 15bhp in order to be ridden by CBT and A1 licence holders but many of the competitors don't make it to the cap. That means that the Duke feels like one of the faster bikes in its category - although it's all relative.

The new machine’s level of build, paint finish and quality of components is much improved, so the signs are good.

Unlike many 125s the Duke is solid, crisp and has the same roomy, big bike feel as the KTM 390 Duke. The gearbox is slick, the brakes strong and the new WP suspension is nice and sporty - not the usual budget wet mush mixture of cooking-oil-damping and biro-spring support you get on your average 125.

Our KTM Duke 125 owners' reviews show relatively positive scoring, with a couple of reliability issues highlighting the fact that while premium in 125cc terms, it's still an entry-level machine built to a cost.

You can buy a new 125 for a quarter of the price of a new Duke, but you’re not going to get a machine built with the same attention to detail and level of quality.

The 600 mile first service for the MCN long termer cost £250, but the bigger service needed between 4,000-6,000 miles can be nearer the £400 mark.

Rivals for the KTM Duke 125 are at the premium end of the 125cc market. Think Yamaha's MT-125 (MCN Award-winning but more expensive), the Aprilia Tuono 125 (£100 more expensive than the Duke at time of writing) and Kawasaki's Z125 (much cheaper).

If you are planning to keep hold of your 125 rather than trading it in as soon as you pass your A2 licence then the extra cost of the KTM may well be worth paying. The Yamaha has a stronger reputation for longevity than the Duke, but 2017-on versions of the KTM were certainly an improvement on earlier examples.

Updates include the afore-mentioned TFT dash, illuminated switchgear buttons, an LED headlight and a new exhaust. There is now also a larger fuel tank, non-adjustable WP suspension and a four-piston radial caliper up front.

As well as styling updates, the 124.7cc single cylinder engine has been brought into the modern age and is now Euro4 compliant, offering a wider spread of power than the previous bike’s lump.