2024 KTM 990 Duke First Ride Review

[Hugh Janus]

The 990 Duke is not a remake of the 890 Duke R, but an entirely new platform for KTM, who says the bike is 96 percent new compared to the 890. (KTM/)

In introducing the 2024 990 Duke, KTM has almost removed itself from conversations on best middleweight naked bike and entered the debate over best naked bike, regardless of size. That is assuming you can live without the gut-punching, high-horsepower performance of the more sadistic super-nakeds, like Aprilia’s Tuono V4, BMW’s S 1000 R, Ducati’s Streetfighter V4, and KTM’s own 1390 Super Duke R Evo.

There’s a place for those bikes. But in riding the 990 Duke, we’re reminded that there are even more places for a bike like this—a bike that has enough power and performance to get your blood pumping, but not enough to be overkill in the real world.

It’s a Goldilocks bike, with a little extra up its sleeve.

The 2024 990 Duke is available in two color options: KTM orange or black. Stickers are overcoated, which is a nice touch and highlights KTM’s attention to detail. (KTM/)

Positioning

Large as the 990 Duke might be (it’s also physically larger than the 890 Duke), KTM still considers the bike a “middleweight.” We’ll call it middleweight-plus and think of it as competition for Triumph’s Street Triple 765, Yamaha’s MT-09, and Ducati’s Streetfighter V2. Others will look at the 990 Duke as a sportier, but still practical alternative to the less edgy middleweight nakeds like the Suzuki GSX-8S, Aprilia Tuono 660, and Yamaha MT-07.

Widely varying competition and use cases in mind, KTM decided to build an almost all-new bike for 2024. In fact, the 990 Duke is 96 percent new compared to the 890 Duke R. It’s physically larger, yes, but also has a more rigid chassis, expansive electronics package, and a more aggressive look.

Related: 2024 KTM 990 Duke First Look

Available PowerParts spice up the 990 Duke look. Important to mention is that this bike is produced at KTM’s main plant in Mattighofen, Austria. That differs from the 790 Duke and 790 Adventure, which are built in China through KTM’s joint venture with CFMoto. (KTM/)

That includes a new headlight, which is worth calling out not because of its polarizing shape, but because it was simultaneously developed for the 990 Duke and 1390 Super Duke R, highlighting the close relationship between those bikes.

This is a bike that KTM wants to compare to its big brother, rather than the 890 Duke R it replaces.

The new, 947cc parallel twin makes more power and torque, but also has improved rideability over the outgoing 889cc twin. The best part is the broad torque curve, which adds to the bike’s flexibility. It’s fast, but plenty smooth for casual riding. (KTM/)

Engine

Much of the Duke’s newness comes from the LC8c (Liquid-Cooled, 8-valve, compact) engine that has grown from 889cc to 947cc thanks to a larger bore (92.5mm versus 90.7mm) and longer stroke (70.4mm versus 68.8mm). The pistons, rods, crank, exhaust, and cam timing are all new; KTM adding that rideability is improved due to the increased rotating mass, which knocks a little edge off the power delivery and adds to the bike’s street-friendly personality. Especially when compared to the 1390 Super Duke.

Power and torque numbers get a modest bump, the 990 producing a claimed 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Compare that to the 890′s 121 hp and 73 lb.-ft. of torque.

Engines are the focal point of any naked bike, and while that’s mostly the case here, KTM’s design team has done a good job of pulling your eyes away from the engine with clean lines throughout the rest of the bike. (KTM/)

The focus on torque and a tractable power delivery are noticeable at around-town speeds or tearing up tight mountain roads. This is a rowdy, rule-breaking motorcycle that’s game for wheelies if that’s what you want, but more impressive is the engine’s flexibility. It’s as friendly as it is fun, with a surplus of usable torque that keeps you from having to constantly search for the right gear. That makes it a less busy motorcycle to ride.

Smooth power delivery and a good throttle connection put the alliance between engine and electronics on full display and add to the grown-up demeanor. The engine is quite smooth, but has enough vibration to blur the mirrors at maintained highway speeds.

Related: 2024 Triumph Street Triple 765 R Review

While the 990 Duke is physically bigger than the 890 Duke it replaces, it’s not excessively large. RIders over 6 feet tall will actually notice a decent bend at their knees, and often be sitting up against the passenger seat. This rider is 6-foot-3. (KTM/)

Speaking of shifting, we’ve struggled with the transmission on a few KTM testbikes over the years, including a recently tested 890 Adventure R, but the transmission on the 990 Duke we rode felt great. Shifts were quick, precise, and overall seamless, aided by the optional bidirectional quickshifter that was installed.

Chassis

The 990 Duke’s frame has a completely different construction than the unit it replaces, the most obvious difference being that the main frame runs outside of the swingarm. The goal? Increased rigidity, for added stability under acceleration. “The 890 Duke was known for being agile, but stability was a missing point,” KTM says.

The frame has an 8 percent increase in side stiffness and 5 percent increase in torsional stiffness, with KTM suggesting that overall stiffness is up by roughly 15 percent. The swingarm, developed alongside the frame and die-cast aluminum subframe, goes a different direction and is actually less rigid than before, for better rear-wheel traction. More importantly, it’s 3.3 pounds lighter.

An all-new steel tube frame is stiffer than the 890 Duke’s frame, for increased stability. Big news here is the decision to mount the frame to the outside of the swingarm. (KTM/)

More weight reduction comes in the form of new front brake disc mounts, which save 1.1 pounds per side. Wheels are from the 1390 Super Duke R.

WP Apex suspension is unique to the bike, and unique in that the damping difference between clicks is intended to be easier to feel. Total setup range includes five clicks of compression on the left fork leg, five clicks of rebound on the right fork leg, and five clicks of rebound at the shock.

None of this is to say that KTM has gone out of its way to lessen the 990 Duke’s blow. Comfort is kept in mind, but this bike is very much set up for fast, flowing roads, as evidenced by the wickedly entertaining street ride that KTM staff led us on during our first day with the 990, which included everything from tight switchbacks to open highway and everything in between.

The 990 Duke’s swingarm is gravity die-cast, for less weight. It also has more flex, for better bump absorption. (KTM/)

You can feel the added stability KTM has pumped in while ripping along more flowing sections of canyon road. This Duke is still relatively light on its toes, but a little extra effort is required to steer the bike into a corner or flick it from one side to the other, especially when compared to the middleweight Dukes of yesteryear. The benefit is that the bike feels stable and planted when banked into a corner, and in no way does the bike feel cumbersome at slower speeds. Think of it like an athlete who bulked up during the offseason and is overall stronger, but not quite as quick as before.

As for the frame, you can sense the high levels of rigidity, which keeps the bike from coming unwound as the pace picks up. There’s a sense of tightness to the bike that still says, “This is a KTM; it’s meant for being pushed.”

WP Apex suspension is used front and rear, with five clicks of rebound adjustment at the back and five clicks of compression/rebound adjustment at the front. KTM says the hope is to simplify the suspension adjustment process. Notice the aluminum die-cast subframe with integrated airbox and air intake under the seat. (KTM/)

The only place where you don’t see that extra level of aggression is in the front brakes. There’s good stopping power but the system lacks consistency through the lever pull. KTM says it has tried different pads and small changes, meaning performance is likely down to the master cylinder.

Electronics

Keep in mind that there’s an expansive electronics package to support you as the pace picks up, or to help tailor the bike to the type of riding you’re doing. That includes three standard ride modes (Sport, Street, and Rain), as well as optional Performance and Track modes, which are available as part of a “demo program” for the first 1,500 kilometers (932 miles), but must be purchased once that number is exceeded.

Rider-aid settings are preset for Sport, Street, and Rain, limiting the amount of adjustability, but in switching over to the Performance and Track modes, you’re able to adjust settings for power delivery (three levels), traction control (nine levels plus off), wheelie control (five levels plus off), ABS (two levels), and KTM’s MTC/MSR engine-brake system.

KTM isn’t alone in the push to make modern dashes look crisp and well-organized despite the continued evolution of rider aids, but it’s absolutely leading the charge. The dash is intuitive and easy to navigate. (KTM/)

All of this is adjusted through an absolutely stunning 5-inch TFT display that uses illustrations that move with each setting change to show exactly what you can expect from the lower or higher setting you’re choosing. For example, the bike will be shown in an exaggerated wheelie when selecting the “Very High” wheelie control setting, but shows the front wheel almost on the ground when scrolling over to the “Very Low” option.

A new switch cube on the left side of the handlebar is one of the best in the game right now thanks to the added dimensions, which makes it easy to push the intended button with a gloved hand. It’s these small details where KTM is setting itself apart from the competition, and where its constant push to innovate can be seen. We can’t say enough about how well-designed the hardware is.

Someone was having fun on this road before we got there. Solid electronics help with that. (KTM/)

The software is just as good, but can only be tested so much on cold foreign roads climbing snowcapped mountains. On drier, controlled roads earlier in the ride, we tested various wheelie-control settings and found the system accurately keeps the front wheel from rotating past an expected height given the setting you’ve selected. Power cuts aren’t aggressive, evidence of the overall refinement that KTM has achieved with its rider-aid intervention. This was not always the case.

Design and Fit and Finish

KTM’s attention to detail and high level of refinement can also be seen in the hardware sprinkled across the bike. Every touch point feels solid and has a quality finish to it. It doesn’t feel like any corners were cut or like anything is used because it was the cheaper option, the only real exception being the aforementioned brake master cylinder.

Front brake discs are updated for reduced weight (1.1 pounds per side). There’s good stopping power from this system, but lever pull isn’t consistent. That happens to be one of our few complaints around the 990 Duke. Front wheel is identical to the one on the 1390 Super Duke R Evo. (KTM/)

More refinements come in the form of an updated seat with a flatter leading edge, which keeps you from sliding up into the 3.8-gallon tank.

Seat height is 32.5 inches, and thanks to a narrow tank/seat junction, the bike isn’t as big as its otherwise larger dimensions would lead you to believe. The Super Duke is more roomy, but physically larger and less ideal for around-town stuff.

Another thing to consider is that KTM’s naked bikes have never been known for stellar wind protection. That continues to be the case here; the angular headlight and large dash cause just enough turbulence to make this a bike you probably won’t want to do much touring on.

The 990’s headlight is shared with the 1390 Super Duke R and looks better in person than it does in pictures. An added benefit, according to KTM, is that it has a more consistent light spray. (KTM/)

Final Thoughts

Mind you, touring is not what KTM had in mind when it brought the 990 Duke to life. The middleweight naked bike category is one of the most hotly contested in motorcycling right now, and the only way to really succeed here is to stand out from the competition. KTM is doing that by sticking to its “Ready to Race” roots, but pumping a little extra versatility into the 990 Duke through a deliciously tractable and user-friendly engine that’s capable of entertaining the experienced rider just as much as it is being a comfortable, around-town mount for the casual street rider.

The bike still has an edgy side to it, but that side is well-managed by electronics and small tweaks that make it more stable and more predictable. It’s very much a grown-up version of the middleweight Dukes that came before it.

Ironically, that takes the 990 Duke from being an interesting middleweight naked bike option to an interesting alternative to KTM’s own 1390 Super Duke R Evo, which seems to get rowdier and more advanced with every model year update.

Does that make this one of the most practical naked bikes, period? We’d certainly throw its name in the hat.

2024 KTM 990 Duke Claimed Specs

MSRP:	N/A
Engine:	DOHC, liquid-cooled, 4-stroke parallel twin
Displacement:	947cc
Bore x Stroke:	92.5 x 70.4mm
Compression Ratio:	13.5:1
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	123 hp @ 9,500 rpm
Claimed Torque:	76 lb.-ft. @ 6,750 rpm
Fuel System:	Electronic fuel injection w/ ride-by-wire
Clutch:	PASC (Power Assisted Slipper Clutch); cable actuation
Engine Management/Ignition:	TCI
Frame:	Chromoly tubular steel
Front Suspension:	43mm WP Apex USD fork, rebound and compression adjustable; 5.5 in. travel
Rear Suspension:	WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel
Front Brake:	4-piston calipers, 300mm discs (w/ ABS)
Rear Brake:	2-piston caliper, 240mm disc (w/ ABS)
Wheels, Front/Rear:	Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in.
Tires, Front/Rear:	120/70-17 / 180/55-17
Rake/Trail:	24.2º /3.9 in.
Wheelbase:	58.1
Ground Clearance:	7.7 in.
Seat Height:	32.5 in.
Fuel Capacity:	3.8 gal.
Claimed Wet Weight:	395 lb.
Contact:	ktm.com

KTM doesn’t hide its intentions with the 990 Duke. Yes, there is an added level of stability and an emphasis on comfort, but the bike is still developed for fast, flowing roads. (KTM/)

Gearbox

Helmet: Arai Corsair-X Nicky Reset

Jacket: Alpinestars Missile Ignition

Pants: Copper V3 Denim 

Gloves: Alpinestars GP Tech V2 S

Boots: Alpinestars SP-2

Source

[Marcel le Moose Fondler]

What's with calling a parallel twin and lc8..?

[Saul]

46 minutes ago, Marcel said:

What's with calling a parallel twin and lc8..?

Liquid cooled 8 valve I believe. 

[Marcel le Moose Fondler]

On 27/02/2024 at 17:39, Saul said:

Liquid cooled 8 valve I believe. 

So even a single cylinder can be called and lc8 now...I just remember back in the days of the early Years of the adventure the v twin was only knowed has and lc8..think they should re-brand the v twin  bikes like lcv8 or something...

[Saul]

3 hours ago, Marcel said:

So even a single cylinder can be called and lc8 now...I just remember back in the days of the early Years of the adventure the v twin was only knowed has and lc8..think they should re-brand the v twin  bikes like lcv8 or something...

Don't think so, I think the LC8 only applies to a twin, buy I am no authority on KTM