What a rider wants from a new motorcycle isn’t always what’s needed. I want a Mustang, but I drive an Accord. I want a KTM 990 Duke, but I’d happily settle for a KTM 790 Duke, which provides about 90% of what makes a 990 Duke great but at a 24% discount.  

Stickering at $9,499, the 790 Duke offers European design and high-tech features for a price only $500 higher than the Suzuki GSX-S8S and $1,200 less than the Aprilia Tuono 660.  

Introduced in 2017 with the LC8c parallel-Twin engine, the 790 Duke was replaced in KTM’s lineup by the 2021 890 Duke before being reintroduced in 2023. The 790 Duke retailed for $10,699 in 2020, but the lower costs of production by CFMoto in China have reduced its MSRP.   

The Duke’s riding position is accommodating for most riders, with a tallish seat (32.5 in.) allowing decent leg space to the marginally rear-set footpegs. Short riders might prefer KTM’s accessory seat, which lowers the height to 31.7 in. The saddle has ample fore/aft space to accommodate taller riders.  

A 4-inch color TFT display reports pertinent information, including ride modes (Rain, Street, and Sport) and traction control settings. The electronic system also includes an IMU to inform lean-sensitive TC and cornering ABS.  

Optional features include Quickshifter+ ($447) and Track mode ($378), which includes an aggressive engine map, customizable traction-control settings (0 to 9), launch control, and the ability to switch off wheelie control. Our test bike was fitted with the Tech Pack, which includes the quickshifter, Track mode, and adjustable Motor Slip Regulation for $819. Buyers can also add cruise control and tire-pressure monitoring.  

The 790 Duke excels with an enviable smiles-per-mile ratio. It’s simultaneously easy to ride and thrilling, with a 105-hp punch that’ll keep up with most any other bike on public roads at street speeds. The 790 is down 148cc and 16 ponies on its bigger brother, the 990 Duke, yet its power delivery is delightful and rousing.  

The 799cc parallel-Twin uses a 75-degree crankpin angle and 435-degree firing order to make it sound similar to a V-Twin. It feels a bit coarse, but dual counterbalancers keep vibrations unintrusive. The 790’s motor barks authoritatively within regulations and pleases ears with a fun burble spitting out the exhaust while engine braking during decel.  

Also lively is the chassis, steering with the sprightliness of a bike much lighter than the 406-lb curb weight claimed from KTM. It willingly heels over with a mild shove on its handlebar and responds with precision. For context, recall that Chris Fillmore won the Middleweight class at the 2018 Pikes Peak International Hill Climb aboard a 790 Duke, finishing just 4 seconds behind two Open-class racers to take third overall.  

Read all of our KTM reviews here.

When building a bike that will sell for less than $10K, some cost-cutting measures are necessary. Instead of Brembo monoblock brakes, the 790 Duke uses a pair of J.Juan two-piece calipers biting on 300mm rotors. However, the calipers are radially mounted and apply force via a radial-pump master cylinder, resulting in excellent feedback with a surplus of power, even if they don’t have the stellar level of sophistication as a set of Stylemas.  

The 790’s suspension is a similar compromise of cost and performance. Made by KTM subsidiary WP, it uses a 43mm inverted fork that has no provisions for adjustments, and the rear shock is adjustable only for rear preload. Both have progressive-rate springs to cope with a variety of loads. They provided a cushy but controlled ride under my slight weight (150 lb), with plenty of rear preload still available.  

GEAR UP

• Helmet: Arai XD-5  
• Jacket: Alpinestars T SP-5 Rideknit 
• Vest: Alpinestars Tech-Air 3 Leather 
• Gloves: Alpinestars GPX V2 
• Pants: Alpinestars Copper  
• Boots: Alpinestars Grange 

The engine is amazingly grunty for the pedestrian version of KTM’s parallel-Twins, a willing accomplice for motoring around town or unleashing on a canyon road. Its only foible is a nearly imperceptible surging with small throttle openings at lower revs, which seems a bit unrefined for a premium-adjacent bike.  

The 790 Duke’s slip/assist clutch has an easy pull and works seamlessly, but the least-polished aspect of the powerplant is its gearbox, which feels imprecise relative to many of the excellent trannies currently on the market. It’s not bad or troublesome, but it isn’t always slick.  

Similarly, the Duke’s quickshifter doesn’t operate with the smoothness felt from other contemporary quickshift systems like the one fitted to Triumph’s Street Triple 765 (itself a worthy rival to this Duke, with 120 hp and a price starting at $10,595), so I preferred the smoother shifts provided by manual application.  

But these are the only nits to pick with the 790 Duke, which otherwise satisfies in every way. It’s fun and friendly to hop on for errand-running, it’s relatively comfortable during highway jaunts, and it’s nearly spectacular when unwinding twisty canyon roads.  

Sure, I’d prefer sharper brakes and a fully adjustable suspension, but what we’ve got here is leaps above merely adequate. It’s a highly functional blend of light weight and performance at a modest price point.  

Related: KTM 200 Duke, 390 Duke, 890 Duke, and 1290 Super Duke R | Comparison Review

One of my all-time fave bikes is Suzuki’s SV650 (and I’m glad the SV remains in Suzuki’s current lineup 25 years later), but the KTM 790 Duke is like a faster, edgier SV, with an incomparable combination of usability, fun, and value with a European flavor.  

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide.

2024 KTM 790 Duke Specifications 

• Base Price: $9,499 
• Price as tested: $10,318 
• Warranty: 2 yrs., 24,000 miles   
• Website: KTM.com  

ENGINE   

• Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.   
• Displacement: 799cc   
• Bore x Stroke: 88.0 x 65.7mm 
• Horsepower: 105 hp @ 8,500 rpm (factory claim)    
• Torque: 64 lb-ft @ 8,000 rpm (factory claim)   
• Compression Ratio: 12.7:1   
• Fuel Delivery: EFI w/ throttle-by-wire, 46mm throttle bodies   
• Transmission: 6-speed, cable-actuated slip/assist wet clutch   
• Final Drive: Chain   

CHASSIS  

• Frame: Chromoly tubular-steel trellis frame & aluminum subframe, aluminum swingarm   
• Wheelbase: 58.1 in.   
• Rake/Trail: 24.0 degrees/3.9 in.   
• Seat Height: 32.5 in.   
• Suspension, Front: WP Apex 43mm inverted fork, non-adj., 5.5 in. travel  
• Rear: WP Apex shock, w/ adj. spring preload, 5.9 in. travel   
• Brakes, Front: Dual 300mm discs w/ 4-piston radial calipers & cornering ABS   
• Rear: Single 240mm disc w/ 1-piston caliper & cornering ABS   
• Tires (F/R): 120/70-17, 180/55-17 Maxxis Supermaxx ST 
• Wet Weight: 406 lb  
• Fuel Capacity: 3.7 gal.   

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Source: RiderMagazine.com