KTM 990 Duke (2024 - ) review

There wasn’t much wrong with the old 890 Duke, but they’ve updated it pretty comprehensively, anyway – in fact KTM says 96% of the 990’s components are new. So, apart from the uprated engine, there’s an all-new chassis, new bodywork (including the ‘Predator’-stye face/headlamp binnacle that debuted on the 1390 Super Duke), updated dash, switchgear and electronics, improved suspension, and tweaked riding position, all of which is notably better than before. It’s all done quite cleverly, too, for example: despite being lighter and with a shorter wheelbase than the 890, it actually feels roomier and more substantial with even a fuel tank (and thus range) that is larger, too. Its style, meanwhile, is just as aggressive and uncompromising as ever, which won’t suit everyone…

As mentioned briefly above, the new 990 is actually lighter (at just 179kg dry) and shorter (its wheelbase is down to 1476mm from the 890’s 1481) but somehow manages to feel roomier and more substantial than its predecessor due to its larger tank and ergonomics changes. The result is an ideal compromise between a mid-size machine and a full-litre class super naked and should be both unintimidating for less experienced riders and yet feel sufficiently substantial for more experienced ones. There is also decent legroom (even for 6’3” me), pillions get more legroom, too, and the bars are also four-way adjustable. Overall, it’s a ‘just right’ but still light and slim mid-weight roadster that anyone can get on with. Of course, the new 990 Duke is also, still, an aggressively poised sports roadster with ultra sharp and nimble steering and slightly canted forward ergonomics, so is not as relaxing and versatile as, say, a more retro or street 900 such as Triumph’s Speed Twin 900 or even Yamaha’s MT-09, plus there’s nothing by way of weather protection, but as a sports naked it delivers its brief well.

Again, as hinted at above, the new 990 Duke is, ultimately, a fairly focused middleweight sports roadster so you wouldn’t expect it to be a Jack of all trades. Although pillion provision is improved it’s still not really a two-up bike; it’s also still quite compact and light, so is no motorway mileage eater, either and it obviously has no off-road ability. That all said, it’s nimble, light and punchy so is great around town, it’s more than capable of short commutes, is a brilliant B-road Sunday blaster and would also be a hoot on a track day. Essentially, it’s a fun-packed play bike, but also one scaled to modern A and B-roads that capable of being practical around town (and a bit beyond) too.

Now we’re talking. For a twin-cylinder, middleweight-sized performance roadster they don’t get any better than the 990 Duke. The uprated engine is key. The LC8c parallel twin has grown from 889cc to 947cc thanks to a bigger bore (up from 90.7 to 92.5mm) with a longer stroke (68.8 to 70.4mm), has new pistons, crank and conrods, plus a new exhaust, racier cam timing, wider radiator and more flywheel effect. The result of all that ups peak power from the 890’s 114 to 123hp with 76lbft, which beats even the three-cylinder MT-09, has a similarly appealing grunty drive culminating in a wailing banshee of a top end and also has a bogglingly effective array of controlling electronics including riding modes and traction control. Braking is equally impressive – if not changed as much. Twin front 300mm discs are grasped by a pair of top-notch, radially mounted Brembo calipers with the result that the 990s’s braking power and feel is just as impressive as its get up and go.

But if the 990 Duke’s engine marks a significant upgrade over the old 890, its chassis and handling is, if anything, even better still. The frame itself is all-new, with a new tubular steel frame replacing the previous triangulated trellis and with a new diecast aluminium sub frame. WP’s latest, fully-adjustable ‘Apex’ suspension, comprising beefy inverted forks and a monoshock rear, keep everything tautly under control, the wheelbase is slightly shorter (1476mm down from 1481), the steering geometry is slightly sharper (rake is 24.2º down from 24.3º), and the result is light (179kg dry), taut, surprisingly roomy and incredibly nimble and controlled while at the same time reasonably comfortable. If you want a back road ‘blaster’ with the potential to surprise more than a few bigger sports bikes, look no further.

When launched in 2024 the 990 Duke initially cost £12,999, which, although understandable considering its performance spec, also sounded a little steep for a ‘middleweight roadster’. For a variety of reasons, that’s currently been slashed to just £10,999 which significantly undercuts Yamaha’s latest MT-09SP (£11,810) and Triumph’s Street Triple RS (£11,995). The KTM’s running costs compared to those two should be favourable, too. Being a twin, not a triple, should mean it has less of a thirst for fuel; it’s also lighter so should be gentler on consumables such as tyres and brake pads as well. Yes, ultimately, it’s a performance machine but its running costs shouldn’t be prohibitive.

It’s difficult to be certain here. The reliability of previous KTM Dukes hasn’t always been the best with numerous reported problems mentioned such as water and oil leaks, warped discs, electrical issues, corrosion and thin paint. On top of that, the 990, as already mentioned is a 95% new machine and also a more performance-orientated one. That said, KTM has recently been reorganized and has repeatedly claimed to be striving to improve things but ultimately only time will tell. We had no problems during our test.

Some of any concern about reliability should be addressed by the fact the new KTM 990 Duke now comes with a four-year manufacturer’s warranty for all parts and labour – as long as correctly serviced. Servicing itself, meanwhile, is fairly typical, being every 6000miles (or annually) after the initial first 600-mile ‘break-in’ service.

When it comes to equipment, the new KTM 990 Duke pretty much has it all – as long as your ‘all’ relates only to performance equipment. So, there’s KTM’s fairly standard 5in colour TFT dash (although the digits are a touch small), three riding modes, lean sensitive traction control and ABS, quality brakes and adjustable suspension and more. It also has LED lights all-round and a now one litre larger fuel tank. But that’s about it. There is no weather protection, luggage or creature comforts; there is no cruise control, or heated grips, while further electronics like the additional two rider modes and quick shifter cost extra.

If you’re after a performance, middleweight naked, the current choice is better than ever, with fruity triples like Yamaha’s MT-09SP and Triumph’s Street Triple RS topping the class and more affordable twins such as Honda’s Hornet 750 and Suzuki’s GSX-8S coming in at the bottom. The new 990 Duke, however, offers arguably the best of both worlds, having the light, nimbleness of a twin but also the performance and classy chassis to rival anyone. What’s more, the result has ‘just right’ proportions and real-world usability that makes you wonder why you’d need any bigger performance bike. It’s also now reasonable value. If you can live with KTM’s sometimes chequered reputation, aggressive style plus its fairly single-minded appeal, the 990 Duke is one of the very best bikes you can buy.