In introducing the 2024 990 Duke, KTM has nearly got rid of itself from conversations on best possible middleweight bare motorcycle and entered the controversy over best possible bare motorcycle, without reference to measurement. This is assuming you’ll be able to are living with out the gut-punching, high-horsepower efficiency of the extra sadistic super-nakeds, like Aprilia’s Tuono V4, BMW’s S 1000 R, Ducati’s Streetfighter V4, and KTM’s personal 1390 Tremendous Duke R Evo.
There’s a spot for the ones motorcycles. However in using the 990 Duke, we’re reminded that there are much more puts for a motorcycle like this—a motorcycle that has sufficient energy and function to get your blood pumping, however no longer sufficient to be overkill in the true global.
It’s a Goldilocks motorcycle, with a bit of additional up its sleeve.
Positioning
Huge because the 990 Duke could be (it’s additionally bodily higher than the 890 Duke), KTM nonetheless considers the motorcycle a “middleweight.” We’ll name it middleweight-plus and recall to mind it as pageant for Triumph’s Side road Triple 765, Yamaha’s MT-09, and Ducati’s Streetfighter V2. Others will take a look at the 990 Duke as a sportier, however nonetheless sensible choice to the fewer edgy middleweight nakeds just like the Suzuki GSX-8S, Aprilia Tuono 660, and Yamaha MT-07.
Extensively various pageant and use instances in thoughts, KTM made up our minds to construct a nearly all-new motorcycle for 2024. In reality, the 990 Duke is 96 p.c new in comparison to the 890 Duke R. It’s bodily higher, sure, but in addition has a extra inflexible chassis, expansive electronics package deal, and a extra competitive glance.
Comparable: 2024 KTM 990 Duke First Glance
That features a new headlight, which is value calling out no longer on account of its polarizing form, however as it was once concurrently advanced for the 990 Duke and 1390 Tremendous Duke R, highlighting the shut courting between the ones motorcycles.
It is a motorcycle that KTM desires to check to its large brother, relatively than the 890 Duke R it replaces.
Engine
A lot of the Duke’s newness comes from the LC8c (Liquid-Cooled, 8-valve, compact) engine that has grown from 889cc to 947cc due to a bigger bore (92.5mm as opposed to 90.7mm) and longer stroke (70.4mm as opposed to 68.8mm). The pistons, rods, crank, exhaust, and cam timing are all new; KTM including that rideability is progressed because of the larger rotating mass, which knocks a bit of edge off the ability supply and provides to the motorcycle’s street-friendly character. Particularly when in comparison to the 1390 Tremendous Duke.
Energy and torque numbers get a modest bump, the 990 generating a claimed 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Examine that to the 890′s 121 hp and 73 lb.-ft. of torque.
The point of interest on torque and a tractable energy supply are noticeable at around-town speeds or tearing up tight mountain roads. It is a rowdy, rule-breaking bike that’s sport for wheelies if that’s what you wish to have, however extra spectacular is the engine’s flexibility. It’s as pleasant as it’s a laugh, with a surplus of usable torque that helps to keep you from having to repeatedly seek for the correct tools. That makes it a much less busy bike to journey.
Easy energy supply and a just right throttle connection put the alliance between engine and electronics on complete show and upload to the grown-up demeanor. The engine is somewhat easy, however has sufficient vibration to blur the mirrors at maintained freeway speeds.
Comparable: 2024 Triumph Side road Triple 765 R Overview
Talking of transferring, we’ve struggled with the transmission on a couple of KTM testbikes through the years, together with a just lately examined 890 Journey R, however the transmission at the 990 Duke we rode felt nice. Shifts had been fast, actual, and general seamless, aided via the not obligatory bidirectional quickshifter that was once put in.
Chassis
The 990 Duke’s body has a fully other building than the unit it replaces, the obvious distinction being that the principle body runs outdoor of the swingarm. The purpose? Larger stress, for extra steadiness beneath acceleration. “The 890 Duke was once recognized for being agile, however steadiness was once a lacking level,” KTM says.
The body has an 8 p.c build up in facet stiffness and 5 p.c build up in torsional stiffness, with KTM suggesting that general stiffness is up via kind of 15 p.c. The swingarm, advanced along the body and die-cast aluminum subframe, is going a special path and is in fact much less inflexible than earlier than, for higher rear-wheel traction. Extra importantly, it’s 3.3 kilos lighter.
Extra weight loss comes within the type of new entrance brake disc mounts, which save 1.1 kilos in step with facet. Wheels are from the 1390 Tremendous Duke R.
WP Apex suspension is exclusive to the motorcycle, and distinctive in that the damping distinction between clicks is meant to be more straightforward to really feel. Overall setup vary comprises 5 clicks of compression at the left fork leg, 5 clicks of rebound at the proper fork leg, and 5 clicks of rebound on the surprise.
None of that is to mention that KTM has long past out of its option to reduce the 990 Duke’s blow. Convenience is saved in thoughts, however this motorcycle could be very a lot arrange for speedy, flowing roads, as evidenced via the wickedly entertaining avenue journey that KTM team of workers led us on all over our first day with the 990, which integrated the whole thing from tight switchbacks to open freeway and the whole thing in between.
You’ll be able to really feel the added steadiness KTM has pumped in whilst ripping alongside extra flowing sections of canyon street. This Duke continues to be reasonably mild on its feet, however a bit of additional effort is needed to persuade the motorcycle right into a nook or flick it from one facet to the opposite, particularly when in comparison to the middleweight Dukes of yesteryear. The convenience is that the motorcycle feels strong and planted when banked right into a nook, and certainly not does the motorcycle really feel bulky at slower speeds. Call to mind it like an athlete who bulked up all over the offseason and is general more potent, however no longer somewhat as fast as earlier than.
As for the body, you’ll be able to sense the excessive ranges of stress, which helps to keep the motorcycle from coming unwound because the tempo selections up. There’s a way of tightness to the motorcycle that also says, “It is a KTM; it’s intended for being driven.”
The one position the place you don’t see that additional stage of aggression is within the entrance brakes. There’s just right preventing energy however the gadget lacks consistency during the lever pull. KTM says it has attempted other pads and small adjustments, which means efficiency is most probably right down to the grasp cylinder.
Electronics
Take into account that there’s an expansive electronics package deal to improve you because the tempo selections up, or to lend a hand tailor the motorcycle to the kind of using you’re doing. That comes with 3 same old journey modes (Recreation, Side road, and Rain), in addition to not obligatory Efficiency and Monitor modes, which might be to be had as a part of a “demo program” for the primary 1,500 kilometers (932 miles), however should be bought as soon as that quantity is exceeded.
Rider-aid settings are preset for Recreation, Side road, and Rain, proscribing the quantity of adjustability, however in switching over to the Efficiency and Monitor modes, you’re in a position to regulate settings for energy supply (3 ranges), traction management (9 ranges plus off), wheelie management (5 ranges plus off), ABS (two ranges), and KTM’s MTC/MSR engine-brake gadget.
All of that is adjusted thru a completely shocking 5-inch TFT show that makes use of illustrations that transfer with every surroundings exchange to turn precisely what you’ll be able to be expecting from the decrease or upper surroundings you’re opting for. As an example, the motorcycle can be proven in an exaggerated wheelie when settling on the “Very Top” wheelie management surroundings, however displays the entrance wheel nearly at the floor when scrolling over to the “Very Low” choice.
A brand new transfer dice at the left facet of the handlebar is without doubt one of the best possible within the sport presently due to the added dimensions, which makes it simple to push the supposed button with a gloved hand. It’s those small main points the place KTM is surroundings itself excluding the contest, and the place its consistent push to innovate will also be noticed. We will be able to’t say sufficient about how well-designed the {hardware} is.
The instrument is simply as just right, however can best be examined such a lot on chilly international roads hiking snowcapped mountains. On drier, managed roads previous within the journey, we examined more than a few wheelie-control settings and located the gadget correctly helps to keep the entrance wheel from rotating previous an anticipated top given the surroundings you’ve decided on. Energy cuts aren’t competitive, proof of the total refinement that KTM has completed with its rider-aid intervention. This was once no longer at all times the case.
Design and Are compatible and End
KTM’s consideration to element and excessive stage of refinement will also be noticed within the {hardware} sprinkled around the motorcycle. Each contact level feels forged and has a high quality end to it. It doesn’t really feel like every corners had been minimize or like anything else is used as it was once the less expensive choice, the one actual exception being the aforementioned brake grasp cylinder.
Extra refinements come within the type of an up to date seat with a flatter forefront, which helps to keep you from sliding up into the three.8-gallon tank.
Seat top is 32.5 inches, and due to a slim tank/seat junction, the motorcycle isn’t as large as its differently higher dimensions would lead you to imagine. The Tremendous Duke is extra roomy, however bodily higher and no more supreme for around-town stuff.
Every other factor to imagine is that KTM’s bare motorcycles have by no means been recognized for stellar wind coverage. That remains to be the case right here; the angular headlight and big sprint reason simply sufficient turbulence to make this a motorcycle you almost certainly received’t need to do a lot traveling on.
Ultimate Ideas
Thoughts you, traveling isn’t what KTM had in thoughts when it introduced the 990 Duke to lifestyles. The middleweight bare motorcycle class is without doubt one of the maximum hotly contested in motorcycling presently, and the one option to actually be successful here’s to stick out from the contest. KTM is doing that via sticking to its “Able to Race” roots, however pumping a bit of additional versatility into the 990 Duke thru a deliciously tractable and user-friendly engine that’s in a position to entertaining the skilled rider simply up to it’s being a comfy, around-town mount for the informal avenue rider.
The motorcycle nonetheless has an edgy facet to it, however that facet is well-managed via electronics and small tweaks that make it extra strong and extra predictable. It’s very a lot a grown-up model of the middleweight Dukes that got here earlier than it.
Satirically, that takes the 990 Duke from being a fascinating middleweight bare motorcycle solution to a fascinating choice to KTM’s personal 1390 Tremendous Duke R Evo, which turns out to get rowdier and extra complex with each fashion 12 months replace.
Does that make this probably the most sensible bare motorcycles, duration? We’d indubitably throw its title within the hat.
2024 KTM 990 Duke Claimed Specifications
| MSRP: | $12,500 |
|---|---|
| Engine: | DOHC, liquid-cooled, 4-stroke parallel dual |
| Displacement: | 947cc |
| Bore x Stroke: | 92.5 x 70.4mm |
| Compression Ratio: | 13.5:1 |
| Transmission/Ultimate Force: | 6-speed/chain |
| Claimed Horsepower: | 123 hp @ 9,500 rpm |
| Claimed Torque: | 76 lb.-ft. @ 6,750 rpm |
| Gasoline Machine: | Digital gas injection w/ ride-by-wire |
| Take hold of: | PASC (Energy Assisted Slipper Take hold of); cable actuation |
| Engine Control/Ignition: | TCI |
| Body: | Chromoly tubular metal |
| Entrance Suspension: | 43mm WP Apex USD fork, rebound and compression adjustable; 5.5 in. commute |
| Rear Suspension: | WP Apex surprise, rebound and spring preload adjustable; 5.9 in. commute |
| Entrance Brake: | 4-piston calipers, 300mm discs (w/ ABS) |
| Rear Brake: | 2-piston caliper, 240mm disc (w/ ABS) |
| Wheels, Entrance/Rear: | Forged aluminum; 17 x 3.50 in. / 17 x 5.50 in. |
| Tires, Entrance/Rear: | 120/70-17 / 180/55-17 |
| Rake/Path: | 24.2º /3.9 in. |
| Wheelbase: | 58.1 |
| Flooring Clearance: | 7.7 in. |
| Seat Peak: | 32.5 in. |
| Gasoline Capability: | 3.8 gal. |
| Claimed Rainy Weight: | 395 lb. |
| Touch: | ktm.com |
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
