We first saw KTM’s MotoGP-inspired 947cc prototype in early 2024, but their much documented financial struggles delayed an actual launch of the sharply styled 990 RC R until now.
And that means KTM’s first new model since resuming production needs to hit hard—and on first impressions, it does. Its LC8c parallel twin pumps out 128bhp at 9,500rpm and 103Nm of torque at 6,750rpm, making it the most powerful bike in its Euro5+ middleweight class. It’s also well specified, with multiple riding modes, four ABS settings, anti-wheelie, and a wide 8.8” full-colour TFT dash among the highlights. Suspension comes from fully adjustable WP APEX units, and braking is via Brembo HyPure calipers, the sort of stoppers usually reserved for high-end superbikes like the Panigale V4 S.
Don’t be fooled—this isn’t a 990 Duke in a fancy suit. It’s a new steel tube frame with aluminium subframe, swingarm, and linkage, plus unique wheelbase and steering geometry. The only shared component with the Duke is the twin-cylinder engine, though it has different exhaust and fuelling. The UK price is £13,450, placing it between the Yamaha R9 and the Ducati Panigale V2 in the battle of the next-generation supersport machines.
KTM clearly believes in the RC R and invited us to test it for two days in southern Spain: one on the road and another on track.
Our track day on track comprised of six 30-minute sessions in perfect conditions. Mirrors were removed (no great loss) along with number plates, while the standard Michelin Power Cup 2 tyres were replaced with Michelin trackday slicks, which lasted all day and didn’t require tyre warmers.
By session two, I had Track mode in play, and with only 128bhp peak power, predicted only a small jump in performance between it and Sport mode. The throttle, however, is noticeably more responsive (without being sharp), and the RC R surges even harder on that fabulous spread of torque. It's about the drive, not the overrev. You could argue that the KTM lacks the excitement of traditional supersport screamers like the CBR600RR and ZX-6R, which demand that you use every last rev, but the KTM twin is easier to ride fast. It’s lazier, but still quick.
By session three, it was time to play with the WP APEX suspension as we were getting to the limits of the standard setup. With tweaks dialled in, the KTM felt even sharper. The steering especially was more eager, and the overall package felt lighter. The final section of track is extra tight, with maximum lean from left to right, and a true test of steering and agility. The KTM was good, but I wouldn’t say as light or fluid as the Ducati V2 I rode on the same Seville circuit at the start of the year.
Again, the highlights were the versatility of the engine thanks to its torque output, and the KTM’s overall ease of use. On corners where I would normally be in second gear, I could use third. If I wanted to forget about the lap timer, I could short shift and just have fun. The KTM doesn’t feel quick, but is, which is ideal for those relatively new to riding on track. If you’re old enough to remember, Ducati used to have a similar trait in bikes like the 996 and 998, which had bags of juicy torque but never felt as rapid as they were.
The 990 RC R's Brembo HyPure brakes showed no indication of fade and were strong without being overly sharp. Maybe I was expecting a little more potency, but I loved their feel, and the ABS wasn’t intrusive. If I were to be extra critical, I would have liked to have changed the engine brake strategies because the bike occasionally ran into the corner a little too quickly, like a two-stroke, for my taste. I had this feeling on the road, but it was amplified on track.
The front-end feeling on track was nine out of ten, but not perfect near the limit. This is a highly subjective area and could be down to the fact that we were using trackday tyres, not race tyres. Also, the fork offset is, at 33mm, relatively big for a sports bike, with the trail reduced compared to the 990 Duke. Whatever the cause I had to trust the front grip, rather than feel it when my elbow started dragging apexes.
This is all right on the edge, though. The feeling from the rear was excellent throughout, so much so I could feel the 180-section tyre fall away, especially towards the end of the day. There's a live connection with the chassis that instils priceless confidence, and when I had a few progressive torque-induced slides in the last session I added a little more traction control just in case. It’s so easy to do with the simple thumb and finger toggle on the left bar. It’s worth mentioning that the fuel tank shape, complete with six designated contact points for the rider, and seat are supportive when you’re trying these crazy elbow-down angles of lean for the camera.
But for most riders, the 990 RC R will be ridden on the roads. And for a company known for making extreme motorcycles, the latest KTM is a surprisingly sensible streetbike.
With a leg thrown over the rather tall pillion perch, the flat race-like saddle is good and roomy, with a 845mm seat height. The screen is generously tall and the bars are nice and wide. The standard pegs are also adjustable in two settings, race and road, and, in the standard road position, compound that sense of space.
The standout feature, though, is the touch screen dash, all 8.8” of it. It’s a little awkward to operate in race gloves but you don’t really need to as the new switchgear is intuitive and straightforward to navigate. The screen is clear and can be customised easily. The integrated sat-nav, for example, can be shown on a split screen using only a small percentage of the dash, or as the dominant feature displayed.
On the standard bike there are four riding modes to choose from: Rain, Street, Sport and Custom. Should you opt to keep the Demo Mode (which deactivates after 1500km, unless you opt to pay extra), there is an additional Track mode and two further Custom modes. You can easily change modes on the fly, from the right bar, as well as turn up or down or switch off that traction control via a paddle shift on the left bar.
The 990 RC R remembers and saves your last setting when the ignition is switched off, meaning that if you remove, say, the anti-wheelie for wholly inappropriate and immature reasons, it stays saved for more fun the next day.
I opted for the default Steet mode to start as we left the Seville racetrack paddock in search of some mountain roads. First impressions were of super-clean fuelling at low speed, a smooth-action (optional) quick shifter at both low and high rpm and, despite those MotoGP looks, suspension that didn’t rattle my bones as we rode over speed humps and potholes. The steering lock is a little restricted, which is possibly down to the stroke of the (standard) steering damper but, overall, the RC R functions extremely well in town for a sports bike. It even sounds great with the odd burble on the overrun.
On fast A-roads the 990 RC R's practical side continued to shine as its screen and bodywork deflected much of the windblast as a I sat in a normal, upright position. Tuck in – there's plenty of room to do this – and the screen is very effective. There is cruise control (which like the quickshifter is part of the Tech Pack you get to try for free for 1500km) if you want it and, with the footpegs in the lower position, you could churn out some serious miles that owners of a Kawasaki ZX-6R or Honda CBR600RR can only dream of. Like most bikes in this class, its only failing is the poor mirror view.
It only takes a second or two to flick between Street and Sport mode, making it easy to explore the potential of the new KTM – and it’s all about the torque and the mid-range. On a few occasions during our ride, I went down a couple of gears for an extra kick of acceleration, but there was really no need. Maximum torque arrives comparatively early in the rev range, at just 6750rpm, delivering midrange drive that's far stronger than that of traditional inline four-cylinder 600s. Even low down there’s plenty of urgency, which makes the 990 usable and much easier to ride in the real world.
We soon hit some lovely open corners, which we took at speed and with lean. The WP APEX suspension worked without fuss on their uneven surfaces, soaking up road imperfections and undulations. The ride isn’t soft; plush would be a better description, and certainly not like that of the radical sports bike the RC R's image portrays. Instead, the feel is of a chassis tuned to match the road.
The more miles I covered, the clearer it became that the 990 RC R is not a race bike that's been pressed into road riding duty. It is, instead, a sweetly focused and rapid road bike. The steering is excellent; not razor sharp but relaxed as well as accurate. Those race-spec HyPure Brembo calipers (and 320mm front disc) are not as brutal as they look and at road speeds have enough feel to allow you to trail brake a little to the apex. There are four ABS strategies to choose from: Street ABS, Sport ABS, Supermoto+ABS and Supermoto ABS, the last two having no cornering function.
The RC R is not as playful as the naked 990 Duke, probably due to its 5mm longer wheelbase and 5kg heavier overall weight, but it's still fun in the true KTM tradition. Use the LC8c's torque, put your faith in the rider aids, and just enjoy the road, scraping the odd knee slider from time to time.
Ultimately KTM needed a standout to win back trust—and after two days of testing, they’ve delivered. Making a middleweight sports bike excel on both road and track is tough, but the 990 RC R pulls it off.
It looks MotoGP-sharp yet rides comfortably every day. Ergonomics are spot on, the dash is class-leading, midrange torque is strong, and rider aids are intuitive. Mirrors are poor, and engine braking could be stronger, but minor complaints aside, it’s impressive.
On track, it’s easy to push hard. Torque shines, Brembo HyPure brakes are top-notch, and the chassis delivers excellent feedback. Rider aids are adjustable to suit your style. The front-end feel on the limit is good, though the twin engine’s smoothness isn’t as screamingly exciting as an inline-four, but it is easy.
KTM’s optional Demo Mode divides opinion (requiring a payment of £896 unlock the full suite of ‘Tech Pack’ electronics after the first 1500km) but otherwise the RC R is hard not to like. Four-year warranty and long service intervals add peace of mind.
I expected a track monster but a mediocre road bike—I was wrong. The 990 RC R is a thrilling road bike that can be tuned to excel on track.
KTM 990 RC R Specification
Price: From £13,450
Engine: 947cc twin, DOHC, four valves per cylinder, liquid cooled
Power: 128bhp @ 9500rpm
Torque: 103Nm (76lb-ft) @ 6750rpm
Transmission: Six-speed, chain
Frame: Tubular steel
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: Michelin Power Cup 2 (F) 120/70 x 17, (R) 180/55 x 17
Brakes: (F) 2 x 320mm discs, four-piston Brembo HyPure radial calipers, (R) 240mm disc, twin-piston caliper. Cornering ABS
Weight: 195kg (wet)
Wheelbase: 1,481mm
Seat height: 845mm
Fuel tank: 15.7 litres
Fuel consumption: 55-60mpg (claimed)
Service intervals: 15,000km (9300 miles)/12 months
Warranty: 48 months unlimited mileage
Contact: https://www.ktm.com
Photography by Sebas Romero, Emanuel Tschann
Words by Adam Child ‘Chad’
