The Duke name has been synonymous with KTM’s road bikes ever since the original launched the Austrian off-road specialists onto the asphalt in 1994. That first example was a 609cc, single cylinder, supermoto which proved such a hit it spawned a whole family of successors which remain at the heart of KTM’s psyche to this day.
That original grew to 625, 640 then 690cc before being replaced by an all-new 790cc twin in 2018 which in turn expanded to 890cc in 2020. The 790 then returned in 2023 as a cheaper, Chinese-built alternative.
This significantly new (launched 2024, with 96% of it claimed to be different) 990 is the largest, fastest, most sophisticated and best Duke yet, showcasing KTM’s brand DNA with feisty performance and an aggressive attitude.
The 990 is as potent and nimble as ever but is now also roomier, more sophisticated and, thanks to a recent £2000 discount, better value than before. It might not be perfect or an all-rounder, but street bikes don’t get much more fun, focused or offer more real world bang for your buck.
At its heart is the uprated parallel twin engine. Now designated LC8c (from LC8) it’s grown from 889cc to 947cc coutesy of a bigger bore (90.7 to 92.5mm) and longer stroke (68.8 to 70.4mm), while a new exhaust and racier cam timing helps boost peak power to 123bhp, which is more than even Yamaha’s MT-09 triple. Similar to the Yamaha, there’s grunty mid-range drive which culminates in a wailing top end. There is also a bogglingly effective array of electronics including power modes and traction control to keep it all reined in, if you want to, that is...
Its uprated chassis is, if anything, better still. There’s a totally redesigned tubular steel frame with a diecast aluminium sub frame. WP’s latest, fully adjustable ‘Apex’ inverted forks and a monoshock provide the suspension, its wheelbase is slightly shorter (1476mm down from 1481), the steering geometry is slightly sharper, and the result is light, taut, surprisingly roomy and incredibly nimble and controlled. If you want a back road blaster with the potential to surprise more than a few bigger sports bikes, look no further.
But although lighter and shorter than the old 890, the latest 990 also manages to feel roomier and more substantial due to its larger fuel tank and ergonomic tweaks. The result is an ideal compromise between a mid-size and a full-litre class super naked and should be both unintimidating for relative novices yet sufficiently substantial for more experienced ones.
There is also decent legroom both for rider and pillion, and the ‘bars are four-way adjustable, allowing further modification of the riding position. Overall, it’s a ‘just right’ but still light and slim mid-weight roadster that anyone can get on with. Of course, it’s not as relaxing and versatile as, say, a more retro or street focused 900, plus there’s no weather protection, but as a sporting naked it delivers to its brief well.
Practicality-wise, the 990 Duke, as a pretty focused middleweight sports roadster, is never going to be very versatile. It’s still not really a two-up bike nor would it be many people’s choice for big motorway miles. But it is nimble, light and punchy. That makes it great around town, more than capable of short commutes and a brilliant tool with which to take on B-roads. It would even be great fun on a track day. If that’s your idea of flexibility, the 990 Duke has it all!
And, equipment-wise, the 990 Duke pretty much has it all – as long as your ‘all’ is the kind of stuff that enhances performance. So, there’s KTM’s fairly standard 5” colour TFT dash, three riding modes, lean sensitive traction control and ABS, quality brakes, adjustable suspension and more.
It also has LED lights and a now one litre larger fuel tank. But there’s no practical stuff like weather protection, luggage or creature comforts; no cruise control, or heated grips, while further electronics like an additional two rider modes and quick shifter cost more. It also comes with the choice of two colours, with a black option available in case you find the traditional KTM orange a bit too conspicuous.
When launched in 2024 the 990 Duke initially cost £12,999, which, although understandable when considering the performance, also felt a little on the high side. That’s since been slashed to just £10,999 which significantly undercuts both Yamaha’s MT-09SP and Triumph’s Street Triple RS, making it a far more tempting buy.
Those two triples are still probably the naked middleweight class leaders, overall, with more affordable twins such as Honda’s Hornet 750 and Suzuki’s GSX-8S being more ‘entry level’. But the 990 Duke offers arguably the best of both worlds, having the light, nimbleness of a twin but the performance and chassis to match the best.
It’s also now better proportioned and more practical and reasonable value as well. If you can live with KTM’s sometimes chequered reputation for reliability, the aggressive style and fairly single-minded appeal, the 990 Duke is probably one of the most fun street bikes you can buy.
KTM 990 Duke Specification
Price: £10,999
Engine: 947cc twin, DOHC, four valves per cylinder, liquid cooled
Power: 121.4bhp (90.5kW) @ 9500rpm
Torque: 103Nm (76lb-ft) @ 6750rpm
Transmission: Six-speed, chain
Frame: Tubular steel trellis
Suspension: (F) 43mm WP Apex USD telescopic forks, compression and rebound adjust (R) preload and rebound adjustable WP Apex single shock.
Wheels: Cast aluminium, (F) 17 x 3.5in (R) 17 x 5.5in
Tyres: Bridgestone S22 (F) 120/70 x 17, (R) 180/55 x 17
Brakes: (F) 2 x 300mm discs, four-piston radial calipers, (R) 240mm disc, twin-piston caliper. Cornering ABS
Weight: 179kg (dry)
Wheelbase: 1,476mm
Seat height: 825mm
Fuel tank: 14.8 litres
Fuel consumption: 60.1mpg (claimed)
Service intervals: 15,000km (9300 miles)/12 months
Warranty: 48 months unlimited mileage
Contact: https://www.ktm.com
Words: Phil West
Photos: KTM
