KTM 990 Duke 2024 review

Rennie Scaysbrook | 20 August 2024

The Autodromo Internacional do Algarve is one of those places you dream of visiting. It’s as if God woke up one morning and decided to give the locals the drive they needed to build such a monumental structure that dwarfs almost every other race track I’ve driven on.

Photos by Sebas Romero

It is a real test of the rider’s skills and the suitability of the machine he is driving. Portimao, also known as the “roller coaster”, puts the handling characteristics of a motorcycle to the test, illuminating any flaws with the intensity of a spotlight.

My second session on the 2024 KTM 990 Duke couldn’t have gone better. The middle child of the Duke brothers feels like a toy after jumping off the downright angry 1390 Super Duke RI I rode in the previous session.

KTM specifies 123 hp and 100 Nm of torque for the 990, which is perfect for the twists and turns of the Algarve’s main race track.

The KTM 990 Duke is a major improvement over its predecessor, the 890, and features a largely new engine and chassis, which we tested in Spain a few months ago. While the basic structure of the 890 remains, almost every component has been modified – this includes a new crank, connecting rods, pistons, camshafts, radiator, airbox and exhaust. Although it’s called the 990, the maximum displacement is 947cc, so there’s only a slight increase in horsepower and torque compared to the 890.

However, KTM has focused on improved mid-range torque between 3000 and 7000 rpm, which should theoretically make it a better street bike, even if it technically compromises track performance a little at high revs.

The bike I rode was equipped with KTM’s $934.99 Tech Pack, as well as ultra-sticky Pirelli slick tires that provide way more grip than this bike could ever use. KTM’s Tech Pack is great value considering it unlocks nine-level traction control, as well as Performance and Track riding modes. Performance mode is aimed at street riders, and offers a different dashboard display that’s focused on the things they need (i.e. the speedometer is front and center), while Track mode gives you access to the lap timer, lean angle achieved, and the five-level wheelie control algorithm. Consider this basic telemetry, although it’s more advanced than what some international race teams used about a decade ago.

Around Portimao, with its many ups and downs, I set the wheelie control to the lowest setting without turning it off, which really allows the motor to take control and drive through the electronic safety net.

The Duke’s 123bhp isn’t nearly as intimidating as the 1390’s 180+bhp, but combined with electronics that are now so powerful, the Duke becomes a friend you’ve known for years and can relax your guard around. That’s not possible with a Super Duke.

The 990’s chassis is significantly stiffer than the 890, providing better track performance and better high-speed handling. The new tubular steel frame is 15 percent stiffer, providing additional lateral and torsional rigidity, although the swingarm is less stiff to maintain ride feel. The 990’s dimensions are slightly smaller and sportier than the 890, with a small adjustment to the steering angle (24.2° on the 990 versus 24.0° on the 890) and a tiny change to the wheelbase (58.1 inches on the 990 versus 58 inches on the 890), but the tank and shrouds provide a wider stance and improve control under braking.

I was particularly grateful for the latter fact as I entered the heavy braking zone of turn five, the 180° downhill-then-uphill hairpin made famous by the Marquez-Bagnaia collision earlier this year.

The new ergonomics keep the rider in place better than on the 890 and reduce fatigue because you don’t have to grip the tank as tightly as on an 890.

The 990’s suspension has been extensively revised, with fully adjustable WP Apex forks and shock absorbers. Although the ride can be stiff in the default setting, this is intentional as the 990 Duke is designed to be a focused streetfighter, ideal for fast rides through canyons.

However, this didn’t stop me needing two turns of preload to stop the rear from sinking on corner exit and sending me spinning to the outside of the track, something I would quickly eliminate when driving into town via the back roads of Portimao later that evening.

The only component carried over from the 890 are the four-piston J.Juan calipers. The brake discs are lighter, however, and therefore offer a little more agility, but I couldn’t notice any difference.

Although the turn-in speed is impressive, the lack of ground clearance from the footpegs quickly becomes annoying. It’s not long before the Hero buttons are flying off the alloy units and soon my boots are touching the ground despite doing my best to ride on my toes.

This is easily remedied by adding a pair of rear foot pegs. On the other hand, I don’t recall having any problems during our test ride in Spain – in fact, the 990 was a comfortable ride for a day’s ride in the mountains.

You might not expect to see the KTM 990 Duke on this track (unless you’re Chris Fillmore and ride a pretty souped-up version with the MotoAmerica Super Hooligans), but if you want to go there, it’s a perfectly capable riding partner.

Versatility has always been one of Duke’s strengths and with the new 990, KTM may have just found the perfect combination of roadholding and racetrack suitability.CN

Cycling news VIDEO | First ride with the KTM Duke 990 (2024)

Cycling news VIDEO | 2024 KTM 1390 Super Duke R & 990 Duke in Portimao

2024 KTM 990 Duke Specifications

Click here to view the KTM 990 Duke 2024 review in the Cycling news Digital edition of the magazine.

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