KTM’s new TFT touchscreen display includes advanced technological features and connectivity possibilities to improve the riding experience.
KTM continues implementing advanced technology on its motorcycles with its latest announcement of a new touchscreen TFT display with higher-quality graphics, more functionality, and better connectivity possibilities. This announcement comes on the heels of recent news about KTM’s new Automated Manual Transmission.
KTM’s new TFT dashboard has a 1,280×720-degree resolution and Anti-Reflex, Anti-Fingerprint, and Anti-Glare screen coatings. Impressively, the display now includes 256,000 colors compared to the previous TFT’s 65,000, and it’s more visible from all angles. Its touchscreen function is useable with or without gloves, and touchscreen shortcut buttons on the main screen eliminate the need for auxiliary switches for things like switching on heated grips or seat or turning on fog lights.
The new TFT has a split-screen function with five layout options. Now integrated into the connectivity is Offline Map Navigation to provide real-time navigation without needing to sync the motorcycle to a mobile phone.
The upgraded CCU3.0 connectivity unit has 32 GB of storage and 3 GB of RAM to run the Android Automative operating system. It allows for IoT connectivity with eSim, a GPS Antenna, Bluetooth, and wi-fi, which will make updates easier. For now, all updates must be done through a KTM dealer, but the unit will allow for over-the-air updates directly to the motorcycle in the future, extending the lifespan of this technology.
Additionally, the backlit switchgear has been revised to further enhance the riding experience. There is now a dedicated Ride Mode button, a new five-way joystick and back button, new cruise control buttons, a new automatic/manual button for models equipped with KTM’s Automated Manual Transmission, and new paddle buttons that are customizable for models without AMT.
The new TFT dashboard will first be available on premium KTM models, and KTM plans to add it to other models in the range in upcoming years.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
Our May 1990 issue included our Touring’s Top Ten Awards, the precursor of the Motorcycle of the Year award.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Our May 1990 issue states “Among the eight motorcycle and two miscellaneous categories, there will be no ties, no honorable mentions. Just Touring’s Top Ten as determined by the Rider staff.”
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
The 1990 Bike of the Year was the BMW K1: “And even if the K1’s sizzling paint and aerodynamic bodywork fails to impress, with its unique Motronic ignition/fuel injection, Paralever rear suspension/swingarm that eliminates shaft-drive jacking and innovative approach to various rider conveniences – not to mention ABS – the K1 is truly a technological achievement for BMW, if not the motorcycle industry.”
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
BMW R 1300 GS
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
BMW R 1300 GS
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
BMW R 1300 GS
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
The new KTM Automated Manual Transmission simplifies shifting gears by automatically managing the clutch. Riders can choose between fully automated Auto mode or a quickshifter-like Manual mode.
Motorcycle technology is changing rapidly. Advanced rider aids are being added as options or as standard on new models, and motorcycles powered by electric motors are emerging onto the market. Motorcycle tech is taking an additional step forward as OEMs are developing clutchless transmissions, like the KTM Automated Manual Transmission announced here.
See Johnny Aubert steer a prototype KTM AMT up the Iron Road Prologue at the Red Bull Erzbergrodeo in the video below.
The KTM Automated Manual Transmission allows riders the choice between changing gears manually (although without a clutch lever) or letting the motorcycle do it for them. The AMT gearbox is set up as P-N-1-2-3-4-5-6, with Park at the bottom to prevent the bike from rolling when parked.
According to KTM, “Once 1st gear is engaged, forward drive is initiated by raising the engine speed, at which point the centrifugal clutch engages and sets the motorcycle in motion.” With this system, riders can start on a slope, stop, and manage slow-speed maneuvers more simply than with a traditional manual transmission.
In Manual mode, riders can shift gears using the foot gear lever or the paddle shifters on the left side of the handlebar. However, Park and Neutral can only be selected with the paddle shifters. The front or rear brake must be applied in order to engage 1st gear.
On the bottom of the switchgear, the UP paddle shifter can be seen below the throttle grip.
In Auto mode, shifting is fully automated and executed based on parameters such as gear position, engine speed, engine torque, lean angle, acceleration, vehicle speed, pitch angle, and rider inputs. Riders can select their shift preference via shift modes titled Comfort, Street, or Sport.
The DOWN paddle shifter is located on the forward part of the left switchgear.
The gearbox is controlled electronically via the ECU and Transmission Control Unit. Each shift is started by the electromechanical shift actuator. KTM claims shifting gears takes 50 milliseconds.
Like the new E-Clutch system found on Honda’s CB650R and CBR650R or BMW’s Automated Shift Assistant available as an option on R-series Boxer models, the KTM AMT could be beneficial for a range of riders. Eliminating the requirement to learn clutch control will remove a steep learning curve for new riders, and it allows riders of all experience levels to pay more attention to the ride and the road.
KTM has yet to announce which models will receive the AMT, but this illustration indicates it will be fitted to one or more of its V-Twin engined bikes.
The KTM Automated Manual Transmission will be available on select upcoming KTM models, and KTM says more options will be added in upcoming years. Visit the KTM website for more information.
Point a KTM 790 Duke toward twisty roads, and you’ll want to keep riding till dark. (Photos by James Martinec.)
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.
KTM first introduced the 790 Duke in 2017, and the 2024 version proves it’s no fly-by-night operation.
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.
The 790 Duke’s 4-inch TFT instrumentation is relatively small but clearly relays info in a simple and easy-to-navigate arrangement. Here you can see ABS has been set to Supermoto mode, which switches off rear ABS. The forgetful old-timer in me laments the lack of self-canceling turnsignals.
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.
This view of the 790 Duke displays KTM’s keen European design. The cast-aluminum subframe incorporates the engine’s airbox, where it breathes through intakes on both sides and allows simple air-cleaner servicing.
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.
Smart compromises: Maxxis Supermaxx ST tires are plenty grippy; a radial-pump master cylinder sends fluid through braided-steel lines to radially mounted J.Juan brake calipers biting on Galfer rotors. It also has angled valve stems (not visible here) that are a convenient feature too often lacking from similar bikes.
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.
Considering the hooligan capabilities of the 790 Duke, it makes for a surprisingly versatile machine for bopping around town.
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.
The 790 Duke is a veritable riot on an empty backroad.
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.
“The Scalpel” is KTM’s term for the 790 Duke, and it lives up to that monicker when carving corners with enviable agility. A steering damper eliminates any headshake concerns.
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 middleweight Duke has an excellent example of how to design a stylish EPA-legal exhaust system. It uses a jug of a canister mounted between the engine and rear tire, terminating in an attractive high-mount brushed-aluminum muffler.
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.
The ergonomics of the 790 Duke accommodate riders of various sizes, although tall riders might wish for more legroom. Passengers enjoy a surprisingly comfy seat and the security of a grab handle.
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.
Although not a powerhouse relative to its 990 and 1290 Duke brothers, the 790 Duke’s 105 hp is plenty enough to blur the scenery.
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.
Sharp creases are the hallmark of KTM’s Dukes.
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.
The 790 Duke features all-LED lighting and adjustable clutch and brake levers.
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.
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.
The angular style of KTM’s Dukes doesn’t suit all tastes, but I like the looks of the 790, which nicely treads the line between garish and subtle.
The track-only KTM 450 SMR, built on the platform of the KTM 450 SX-F, has been updated for 2025, with improvements to the frame, fork, and styling.
The most significant update to the KTM 450 SMR is the frame, which now has visible cutouts and tube-wall-thickness changes around the front. The engine and rear shock mounts have also undergone some changes. These upgrades shave a bit of weight off the bike, which weighs 240 lb without fuel, while also improving chassis flex characteristics and cornering behavior, according to KTM. Also new are smaller footpegs to maximize lean angles.
The SMR’s suspension has also been updated for 2025. The previous AER 48mm fork has been replaced with a fully adjustable 48mm WP XACT closed-cartridge spring fork with a new mid-valve piston concept for optimized oil flow. The new hydro stop in the last part of the stroke is said to help keep a maximum of reserve for scenarios like big jumps and hard landings. The WP XACT shock returns with an updated linkage featuring new seals and smaller-diameter linkage bolts. Suspension travel is 11.1 inches in the front and 10.4 inches out back.
Air intake has improved with a one-piece inlet sleeve and snorkel design to prevent deformation thanks to a more robust and stiffer construction. The updated fuel tank mount is said to help protect the frame. Fuel capacity is 1.9 gallons.
The bike also receives new tank shrouds with bi-composite plastics on the upper and lower flanks, which contribute to the SMR’s new look. The full-orange bodywork with red and black graphics and a black seat, which KTM says is more durable than the previous seat, also contribute to the bike’s updated look.
Returning to the SMR are the Metzeler Racetec SM K1 Supermoto tires, which replaced the Bridgestone tires used since the 2023 update. The Metzelers are wrapped around 16.5-inch front and 17-inch rear wheels.
The KTM 450 SMR remains powered by a liquid-cooled 449.9cc Single with SOHC that makes a claimed 63 hp. Braking is provided by Brembo, with a 310mm front disc paired with a 4-piston radially mounted caliper. The bike also features a quickshifter that allows clutchless upshifts from 2nd to 5th gears, two ride modes, traction control, and launch control.
Pricing for the 2025 KTM 450 SMR has not yet been announced, but KTM says the bikes will be arriving in dealerships starting in November 2024.
This 2025 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will also include 2026 teasers as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.
Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.
2025 CFMOTO 450CL-C
2025 CFMOTO 450CL-C in Bordeaux Red
The 2025 CFMOTO 450CL-C is new cruiser from CFMOTO powered by a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers mated to a 6-speed transmission, a slip/assist clutch, a Gates belt final drive, and a dual-chamber exhaust coated in a matte ceramic finish. Braking is provided by J.Juan, and ABS and traction control are standard. The 450CL-C rides on a 58.5-inch wheelbase and has a 28-degree rake, 4.25 inches of trail, and a 27-inch seat height.
The 2025 CFMOTO 450CL-C will come in Bordeaux Red and Nebula Black and start at $5,699.
The 2025 CFMOTOIbex 450 features a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers mated to a 6-speed gearbox with a slip/assist clutch. It has a standard Ride mode and an Off-Road mode. The bike has J.Juan braking components with ABS that is switchable at the rear, as well as switchable traction control. The Ibex 450 has a fully adjustable KYB inverted fork and a central-aligned, multi-link rear monoshock with adjustable damping and preload.
The bike has an adjustable handlebar and a 32.3-inch seat height/ride height that can be lowered to 31.5 inches via an integrated lowering link. It has 8.7 inches of ground clearance, and it rides on tubeless, cross-spoke rims. The 2025 CFMOTO Ibex 450 will come in Zephyr Blue or Tundra Grey and start at $6,499.
In its first major revamp since its 2015 debut, Indian’s Scout cruiser platform is all-new from the ground up, and the 2025 Indian Scout lineup includes five models: Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout. Three trim levels will be available, as well as more than 100 dedicated accessories.
At the heart of the Scout platform is a new engine called the SpeedPlus 1250. The V-Twin remains liquid-cooled but is redesigned, punched out from 1,133cc to 1,250cc. Power goes up to 105 ponies and 82 lb-ft of torque, and the 101 Scout gets a bump to 111 hp. Also new is the Scout’s frame, switching from an aluminum design to a simpler steel-tube chassis. It supplies a 61.5-inch wheelbase with a 29-degree rake and 4.8 inches of trail. The Scout has a low 25.6-inch seat height. There are also new features and technology offered on certain Scout models and trim packages. All models except for the 101 Scout use a single 298mm front disc brake with a 2-piston caliper, and ABS is standard.
The Indian Scout Bobber has an MSRP of $12,999, the Scout Classic is $13,999, the Sport Scout is $13,499, the Super Scout is $16,499, and the 101 Scout is $16,999.
The 2025 KTM 990 RC R is KTM’s only street-legal, liter-class supersport is powered by a LC8c powerplant with a new ergo-crafted and condensed stainless steel muffler and a shifter that can be reversed to race-shift as standard. The steel frame has increased weight bias towards the front end and a steering head angle of 25 degrees. It also features a new fuel tank shape, adjustable footrests, fully adjustable WP APEX Open Cartridge Suspension, and lightweight cast aluminum wheels wrapped in Michelin tires.
Pricing for the 2025 KTM 990 RC R has not yet been announced.
The 2025 Moto Morini Corsaro 750 naked and fully faired Corsaro Sport are both powered by a new 749cc 90-degree V-Twin and share Brembo braking components, standard ABS, a fully adjustable inverted fork, and a progressive link rear shock. The Corsaro Sport gets a wider rear tire, clip-on handlebars, a taller seat, and more bodywork compared to the Corsaro 750.
The 2025 Moto Morini X-Cape 1200 features the new 1,187cc V2 Corsa Corta EVO engine, an 87-degree V-Twin designed and engineered in Italy and making a claimed 122 hp. The new adventure bike features Brembo braking components, switchable cornering ABS, a fully adjustable fork, and a progressive link shock.
The Moto Morini X-Cape 1200 has a tubular trellis frame and a 33.8-inch seat height. An aluminum luggage rack is included as standard equipment. Pricing has not yet been announced.
2025 Triumph Bonneville T120 Elvis Presley Limited Edition
2025 Triumph Bonneville T120 Elvis Presley Limited Edition
The 2025 Triumph Bonneville T120 Elvis Presley Limited Edition is limited to only 925 units worldwide and celebrates Elvis and his Memphis Mafia group of friends who rode on Bonnevilles. The Bonneville T120 Elvis Presley Limited Edition has been crafted to honor its namesake, including its Carnival Red color scheme, “ELVIS” gold lettering on the tank, Elvis’s signature on the tank and side panels, and the “Taking Care of Business in a Flash” emblem on the front fender.
The 2025 Triumph Bonneville T120 Elvis Presley Limited Edition will be available starting at $15,495 and will arrive in dealerships starting in September 2024.
2025 Triumph Rocket 3 Storm GT in Sapphire Black with Granite
To celebrate 20 years of the Rocket 3, a muscle bike with the largest engine in a production motorcycle, Triumph has unveiled the 2025 Triumph Rocket 3 Storm R and Rocket 3 Storm GT. Their 2,458cc in-line Triple cranks out even more power – up 15 ponies to a massive 180 hp and 166 lb-ft of torque (up 3).
The Rocket 3’s 16-inch rear and 17-inch front wheels have been updated with a 10-spoke cast-aluminum design. They have an lightweight aluminum frame that uses cast and forged elements, dual Brembo Stylema front calipers with 320mm discs, and a Brembo M4.32 rear caliper with a 300mm disc.
They come with lean-sensitive cornering ABS, traction control, Ride-by-Wire, a Torque Assist clutch, Hill Hold, four ride modes (Road, Rain, Sport, Rider-configurable), cruise control, a keyless ignition and steering lock, and a USB charging socket. Instrumentation comes in the form of a color TFT.
The 2025 Rocket 3 Storm R will be available in Carnival Red with Sapphire Black, Satin Pacific Blue with Matte Sapphire Black, or Sapphire Black with Granite for $24,995. The 2025 Rocket 3 Storm GT will be available in the same colors but with the color split of the tank reversed, retailing for $25,795.
The 2025 Triumph Speed Triple 1200 RR Breitling Limited Edition will be limited to only 270 units, and Breitling will also launch a special Triumph watch in conjunction with the motorcycle. The bike features a bespoke paint scheme with premium gold hand-painted detailing, a leather seat with French stitching, a high-spec Akrapovič silencer, and lightweight carbon fiber parts. It will also include a custom Breitling start screen, the Breitling logo laser-etched onto the machined rear wheel finisher, and a gold Breitling badge on the tank.
The 2025 Triumph Speed Triple 1200 RR Breitling Limited Edition will be available starting in June 2024 with an MSRP of $25,995.
Celebrating Triumph’s rich racing history is the new 2025 Triumph Trident 660 Tribute Special Edition, which features a race-inspired graphic scheme, Triumph Shift Assist, and a flyscreen. The Trident 660 is powered by a liquid-cooled 660cc Triple that makes a claimed 80 hp at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm. It has a seat height of 31.7 inches and a weight of 416 lb. Throttle-by-wire allows two ride modes (Road and Rain), and it comes with ABS, switchable traction control, and a combined TFT and LCD display.
The 2025 Triumph Trident 660 Tribute Special Edition adds a white, blue, and red graphic scheme inspired by “Slippery Sam,” as well as a Number 67 race graphic, a flyscreen, and Triumph Shift Assist, which enables clutchless up and down gear changes with an autoblipper on downshifts for smoother changes.
The 2025 Triumph Trident 660 Tribute Special Edition will be available for one year only with an MSRP of $8,595.
In KTM’s current lineup, the only street-legal, track-focused sportbike is the RC 390. The RC 8C is a track-only, homologation special limited to 100 units. KTM hasn’t offered a street-legal, liter-class supersport since the 1190 RC8, which was produced from 2008-2015. But starting in 2025, the KTM 990 RC R will fill that hole in the lineup. Read KTM’s full press release below for the inside scoop. Click here for details as well as the first episode in the 990 RC R documentary series.
KTM Roars Ahead: Unleashing the Dominant KTM 990 RC R Range
The KTM 990 RC R, which is set to roll off the Mattighofen production line in early 2025, has a dedicated Supersport persona but will be homologated for street use, catering to the desires of orange enthusiasts fixated on track days and individuals seeking to maintain the adrenaline rush with an exceptionally capable street bike. The all-new development embodies the fusion of Austrian engineering excellence and the ferocious racing DNA, delivering unrivaled performance while embracing the practical demands of the road.
The 990 RC R will excite enthusiasts with its street homologated model, but its race DNA will be intentionally unveiled in early 2024 in the form of a prototype, making appearances as a wildcard entry in non-point scoring outings across select European Supersport series, igniting anticipation among fans. KTM believes in developing this newcomer to their stable in the most READY TO RACE way possible – through racing.
2025 KTM 990 RC R Prototype
KTM is also filming a multi-part behind-the-scenes documentary about the R&D journey of the bike and its entry into the Supersport sector. This exclusive behind-the-scenes content will give viewers close, and not usually seen, insights into the fast-paced world of the Austrian-based factory and what it takes to craft a motorcycle from an idea into reality. Follow the final stages of the research and development process moving all the way from the very beginning to the final unveiling of the finished street homologated version of the 990 RC R. Click HERE for the inside scoop.
2025 KTM 990 RC R Prototype
KTM 990 RC R: The Purpose
Over the last fifteen years, KTM metered sport-orientated road products to the public at a time when the company was extending its off-road racing prowess to the asphalt: the KTM RC8, the KTM RC 390 and the track-only, limited edition KTM RC 8C were the prime examples.
Across that period KTM has merged R&D, learning, and roadracing accomplishments at a rapid rate. The company now caters to motorcyclists seeking a machine born from competition yet engineered to be the ultimate, advanced street tool. The search to minimize hard compromises brought on by overly sporty ergonomics and handling is over. The 990 RC R has been years in the making and with a wealth of data garnered by titles and trophies in almost every category of various MotoGP categories. The bike represents the natural evolution of the current KTM RC line-up, yet its sporting potential allows for a straightforward conversion into a 990 RC R TRACK edition. True to the READY TO RACE ethos, this edition is poised to make its debut in the second quarter of 2025.
2025 KTM 990 RC R Prototype
KTM 990 RC R: The Product(s)
The street homologated 990 RC R boasts an LC8c powerplant, honed for rasping torque and horsepower, pumped out through the new ergo-crafted and condensed stainless steel muffler and fettled through a shifter that can be reversed to race-shift as standard.
The steel frame has been engineered for dynamic performance, with increased weight bias towards the front end. It features a dedicated steering head angle of 25 degrees and offset for enhanced steering responsiveness. Beefed-up stiffness gives the right feel and stability under acceleration on bumpy roads or on racetracks while also maintaining agility, especially at low speeds. A diecast aluminum subframe contributes to the ride.
Ergonomics are key to the 990 RC R’s behavior. Lengthy experimentation primed the six contact points on the tank for a better connection, leaning and ‘tucking in’ to ensure comfort but also support for knees, arms, and lower pressure on the hands. A new fuel tank has been shaped as a main component of the ergo. Adjustable footrests play a part, as well as the fully adjustable WP APEX Open Cartridge Suspension and light weight cast aluminum wheels wrapped in Michelin tires.
The MotoGP heritage is evident with the wind-tunnel-chiseled aero wings that provide stability for braking and cornering and other edges and profiling around the bodywork that screams ‘racer.’
If there were any lingering doubts about the bike’s intended purpose, the minimal modifications required for the transition to the KTM 990 RC R TRACK edition should indisputably reinforce its racing pedigree. Crafted by KTM in their Austrian factory, the modifications strip away the road-legal essentials, incorporate protective components, fine-tune adjustments, customize further, and revise racing bodywork, including a full exhaust system. These modifications ensure that riders focus on lap times rather than leisurely rides. Additionally, the ease of repair, low maintenance requirements, and extensive official dealer support provide further advantages.
KTM 990 RC R: The Promise
“The KTM 990 RC R is a groundbreaking innovation for those who live for the thrill of cornering. It’s for those who lean close to the road, almost brushing their knees, and then push the limits, dragging elbow to the tarmac on the racetrack. This bike offers power and prestige without the exorbitant price tag. At last, we can unveil our KTM 990 RC R and introduce a truly exceptional motorcycle to dealerships in early 2025, fulfilling the anticipation of countless riders and race enthusiasts. Our Duke range and other street products have garnered a loyal following for their distinct character; we believe the KTM 990 RC R will quickly attain cult status because it excels at the two things it was designed for so remarkably well. Success will be evident on the track, but the unparalleled experience for customers on the road will truly set it apart.” – Riaan Neveling, Head of KTM Global Marketing
The countdown to early 2025 starts right now. Follow the final stages of development in the special documentary video series by clicking here.
The 2024 KTM 1390 Super Duke R Evo offers more power, sophistication, and capability than its predecessor. (Photos by Francesc Montero & Sebas Romero)
KTM is celebrating “30 Years of Duke” this year, and we’ve already reviewed two updated models, the 390 Duke and 990 Duke. We’ve saved the best – and biggest – for last, the 1390 Super Duke R Evo. Known for years as “The Beast,” the Super Duke gets a displacement bump from 1,301cc to 1,350cc (hence the evolutionary name change from 1290 to 1390) and other upgrades for 2024. KTM says it’s 60% new.
With an extra 10 hp and new cam shift technology, the KTM 1390 Super Duke R Evo’s engine delivers more performance throughout the rev range.
To achieve the larger displacement, KTM bored out the Super Duke’s twin cylinders from 108mm to 110mm but left stroke the same at 71mm. There’s also a new cam shift system that alternates between two different valve lifts above and below 5,700 rpm, allowing for both a deep well of low-end torque and a screaming top end rather than having to compromise between the two. The 1390 Super Duke R Evo’s liquid-cooled, 75-degree LC8 V-Twin now makes a claimed 190 hp (up from 180) at 10,000 rpm and 107 lb-ft of torque (up from 103) at 8,000 rpm, all while meeting Euro 5+ homologation.
The KTM 1390 Super Duke R Evo is available in KTM’s signature “Ready to Race” orange as well as black. The black bike on the left is closest to stock, while the two orange bikes are fitted with many accessores from KTM’s PowerParts catalog.
Other engine changes include a redesigned airbox with a reduced stack height due to shorter throttle bodies, a larger throttle body inlet diameter (60mm, up from 56), a repositioned top-feed injector for better atomization of the fuel-air mixture, and revised 5th and 6th gears. Improvements in durability have enabled longer service intervals, with valve inspection checks now required every 60,000 km (37,282 miles).
2024 KTM 1390 Super Duke R Evo in stock trim
The redesigned air intake and airbox allowed KTM to increase the volume of the fuel tank from 4.2 to 4.6 gallons. Refreshed bodywork includes revised tank spoilers with new winglets that produce downforce at speed, a slimmer subframe cover, and a new, 1.5-lb-lighter LED headlight unit that’s shared with the 990 Duke.
New winglets on the tank spoilers add downforce at speed.
As before, the 1390 Super Duke R Evo has a chromoly-steel trellis main frame that uses the engine as a stressed member, and holding up the tailsection is a cast-aluminum/composite subframe. The updated WP Apex semi-active suspension consists of a 48mm inverted fork and a rear shock with multiple modes (Auto, Comfort, Street, Sport, and Rain). The optional Suspension Pro package adds Track and Pro modes, automatic preload leveling, anti-dive, and Factory Start, which reduces rear preload when coming to a stop to lower the seat height.
Updated WP Apex suspension with Semi Active Technology provides real-time damping adjustment with multiple modes. Nope, that triple clamp isn’t a stock item.
Throttle-by-wire and a 6-axis IMU allow for a full suite of electronics, including ride modes (Sport, Street, and Rain), cornering ABS with a Supermoto mode that disables ABS at the rear, lean-sensitive traction control, and cruise control. The optional Tech Pack adds Motor Slip Regulation, Quickshifter+, Suspension Pro, and the Track Pack, which adds Track and Performance ride modes, engine-brake control, wheelie control, telemetry, and a lap timer.
The KTM 1390 Super Duke R Evo has top-shelf brakes and new stickier, lighter Michelin Power GP tires.
Top-shelf Brembo Stylema monoblock calipers squeeze 320mm discs up front, and they are controlled by a Brembo MCS (multiple-click system) radial master cylinder. A self-venting Brembo clutch master cylinder eliminates the need to bleed the hydraulic clutch system. The Super Duke’s 17-inch wheels are shod with new dual-compound Michelin Power GP tires, which save 1.2 lb of unsprung weight over the previous tires. Claimed wet weight for the Super Duke is 441 lb.
The KTM 1390 Super Duke R Evo has a 4.6-gallon fuel tank, which adds 0.4 gallon compared to the 1290.
We tested the 1390 Super Duke R Evo at Almeria Circuit, a racetrack in southern Spain. The English translation of the track’s website describes the 2.5-mile, 15-turn circuit as “expectacular” with “more hours of sun of Europe.” Actually, it’s a tricky track with multiple blind corners. And when we were there, it was cold with “more hours of clouds” and, after the first few sessions, “tears falling from the sky” (rain).
The KTM 1390 Super Duke R Evo is a light, compact machine, but it has a reasonably spacious cockpit with a comfortable riding position.
As a naked bike, the 1390 Super Duke R Evo has agreeable ergonomics, with an upright handlebar, adequate legroom, and a well-padded seat. Despite its “Beast” moniker, in today’s world of sophisticated electronics and refined tuning, the Super Duke is quite civilized, or at least it can be. Our slow-speed riding was limited to pit lane, but during our tests of previous models, the Super Duke has been well-behaved on city streets.
An updated 5-inch TFT display with new menus and graphics simplifies navigation through the 1390 Super Duke’s many settings. KTMconnect Bluetooth smartphone connectivity adds navigation, music, and phone functions.
While learning an unfamiliar track on a cold day, the 1390 never felt edgy or twitchy. It was easy to modulate the bike’s throttle, and its handling characteristics were neutral and reassuring. After a couple sighting laps, I started to figure out Almeria’s layout and dial up my speed through the bends. It’s on corner exits that The Beast really comes alive, with heaps of torque at the ready. On the circuit’s two straights, I was able hold the throttle WFO and feel the remarkable amount of thrust the Super Duke is capable of.
A beauty of a beast, but definitely not stock, especially those slicks.
Approaching the end of those straights, a firm squeeze on the right lever threw everything into reverse, returning man and machine to more manageable speeds, and a light push on the handlebar quickly initiated a lean into the next corner. As my confidence increased, the Super Duke was right there with me, always ready to give more without ever crossing that invisible line into the abyss, where things go from great to oh-shit in the blink of an eye.
Judging by the speeds at which the former racers and track rats in our group passed me, the 1390 Super Duke R Evo is capable of much more than I was able to wring out of it. Then it started raining.
We huddled and shivered in the unheated paddock as dark clouds dumped sheets of rain on the track, glum faces all around. After a while, when the downpour gave way to drizzle, the KTM guys asked if we wanted to go out on the track to do rolling burnouts and wheelies. Not being a wheelie guy, normally I’d pass, but this was the perfect opportunity to test the new adjustable wheelie control, which can be set to one of five levels, from very low to very high, or it can be turned off.
The 2024 KTM 1390 Super Duke R Evo makes more than enough power to loop a ham-fisted wheelie, so the adjustable anti-wheelie function provides a reassuring safety net.
Ripping a stylin’ wheelie turned out to be easy. The Super Duke makes so much low-end torque that no clutch work is required. I selected the medium wheelie setting, got going in 2nd gear, rolled off the throttle to compress the fork, then wacked the throttle open. The front wheel came right up but wouldn’t go higher than the set lift angle thanks to intervention from the IMU-based traction control system. From zero to hero with the press of a button.
Up, up, up to the desired height and then no more.
Later, I ventured out onto the track for one last session on damp pavement, but when another ride low-sided into the gravel ahead of me, I tucked my tail and returned to the paddock.
The KTM 1390 Super Duke R Evo is a potent machine, with more power, sophistication, and capability than before. While its full potential can only be unleashed on a track in the right hands in the right conditions, it’s also a helluva streetbike, provided you can resist the temptation to go too far on the wild side.
The KTM 790 Adventure is one of several models that will receive a KTM warranty extension.
Owners of 2024 KTM motorcycles with LC8c engines, as well as LC8 Street and Travel models, will now be able to extend their warranties at no charge simply by servicing their motorcycles at an authorized KTM dealer. In addition, the warranty for KTM PowerParts and KTM SpareParts installed by an authorized KTM dealer at the time of purchase will be extended to 24 months for all street models.
“We always advise our customers to use the official KTM network to get their motorcycles serviced, purely because the staff are trained on those particular models – and many more! – and use approved parts and accessories where applicable,” said Jens Tuma, senior head of customer service for KTM. “This way we can ensure best possible quality and value preservation of the bikes, and it’s also a big reason why we’re really happy to make this warranty extension offer for KTM customers around the world.”
2024 KTM 990 Duke (Photo by Francesc Montero & Sebas Romero)
The KTM LC8c non-R models that fall under a 24-month warranty include the KTM 790 Duke, 790 Adventure, 890 SMT, and 990 Duke. If owners of these models get their bikes serviced within the 24-month warranty period, their coverage is extended until the next service up to a max of four years.
The KTM 890 Adventure R and 890 Adventure R Rally have an initial 12-month warranty that can be extended for another 12 months of coverage when a scheduled service is performed for a max of two years from the initial take-into-use date.
The LC8 non-R range includes the KTM 1290 Super Duke GT and 1290 Super Adventure S, and these motorcycles can get an increase from 24 months of warranty to a max of three years. The LC8 R-range models include the KTM 1390 Super Duke R Evo and 1290 Super Adventure R and can extend from 12 months to an additional 12 months for a max of two years.
For more information or to find your local KTM dealer, visit the KTM website.
The 2024 KTM 990 Duke 96% new and replaces the 890 Duke R. We tested it in the mountains of southern Spain as part of KTM’s “30 Years of Duke” launch that included the 390 Duke and 1390 Super Duke R Evo. (Photos by Francesc Montero & Sebas Romero)
What’s the magic number? When the first Duke debuted 30 years ago, it was 602cc, which was packed into a single-cylinder engine that made 58 hp. These days (in the U.S. market), Dukes range in displacement from 249cc in the Duke 250 to 1,350cc in the 1390 Super Duke R Evo. In between, KTM offers the 390 Duke (399cc), 790 Duke (799cc), and 990 Duke (947cc). For this KTM 990 Duke review, we take one of the newest Dukes on a test ride in the mountains of southern Spain.
Evolution of the Duke. Front and center is the 1994 KTM 620 Duke. Behind it to the left is the 990 Duke, in the middle is the 1390 Super Duke R Evo, and behind it to the right is the 390 Duke. They are surrounded by other milestone Duke models from the past 30 years.
With its displacement approaching a liter, the new 990 Duke resides in the so-called “super middleweight” class. It replaces the 890 Duke R, but there’s more to it than just a 58cc bump in engine size. According to KTM reps at the global launch in Spain, the 990 Duke is 96% new and “more like a smaller Super Duke.”
Powering the 990 Duke is KTM’s liquid-cooled LC8c parallel-Twin with DOHC and 4 valves per cylinder – the same engine platform found across the 790/890/990 Adventure and Duke lines. Only the 990 Duke has the 947cc version that makes a claimed 123 hp at 9,500 rpm and 76 lb-ft of torque at 6,750 rpm (up from 121 hp and 73 lb-ft on the 890 Duke R). The intake mixture is fed through a 46mm throttle body and compressed at a ratio of 13.5:1, the Bosch engine management system uses throttle-by-wire, and the 6-speed transmission is mated to a PASC slip/assist wet clutch. Spent gasses exit through a new stainless-steel exhaust that’s Euro 5+ compliant.
The liquid-cooled LC8c parallel-Twin is a workhorse engine that powers all KTM 790/890/990 Adventure and Duke models. The frame, subframe, and swingarm are new.
Wrapped around the 990 Duke’s engine is a new frame, subframe, and swingarm. The chromoly steel frame, which uses the engine as a stressed member, is stiffer for added stability and wider at the back to pass outside rather than inside the swingarm. To compensate for the stiffer frame, the diecast aluminum subframe allows more flex, and it now houses the airbox. The swingarm, which is constructed using gravity diecast aluminum and uses a closed-lattice rather than the previous open-lattice design, is 3.3 lb lighter than the 890 Duke R’s. Curb weight with the 3.8-gallon tank fuel is a svelte 395 lb.
The KTM 990 Duke has a stiffer frame while its swingarm allows more flex. The net result is more responsive handling.
Like the 890 Duke R, the 990 Duke is equipped with adjustable WP Apex suspension, but it has a new 43mm inverted open-cartridge fork with 5.5 inches of travel and a single gas-assisted rear shock that’s mounted directly to the top of the swingarm and has 5.9 inches of travel. Convenient fork-top adjusters offer five-click adjustability for compression (left leg) and rebound (right leg). The shock also has a five-position adjuster for rebound that requires a flat-blade screwdriver, and preload is adjustable using a spanner (both tools are in a kit under the seat; compression cannot be adjusted).
The KTM 990 Duke’s front wheel is shared with the 1390 Super Duke R Evo, and a new rotor mount saves 2.2 lb of unsprung weight. The 4-piston calipers are made by J.Juan.
The 990 Duke rolls on 17-inch cast-aluminum wheels shod with Bridgestone Battlax S22 tires (the latest S23s weren’t yet available for homologation). The front wheel is the same as the 1390 Super Duke R Evo’s, but the rear is slightly different because the 990 has a two-sided swingarm and the 1390 has a single-sided swingarm. Slowing things down are the same 4-piston radial front calipers with 300mm discs and 2-piston rear calipers with a 240mm disc as on the 890 Duke R, but a lighter connection between the front rotors and the wheel saves roughly 2.2 lb of unsprung weight. Cornering ABS with a rear-off Supermoto mode is standard.
The 5-inch TFT display uses intuitive graphics that show how different settings affect the motorcycle’s behavior.
In terms of technology, the 990 Duke has a new 5-inch color TFT display with a scratch- and glare-resistant bonded-glass screen, redesigned menus, and optional KTMconnect for smartphone pairing to allow access to navigation, audio, and phone calls. All lighting is LED and there’s a USB-C charging port. Rider electronics include three standard ride modes (Sport, Street, and Rain) and two optional ride modes (Performance and Track) that adjust throttle response, lean-sensitive traction control, and wheelie control. Track mode enables a10-level rear-wheel slip adjuster that can be adjusted on the fly, launch control, a lap timer, and telemetry functions. Cruise control, Motor Slip Regulation, and an up/down quickshifter are optional.
The 2024 KTM 990 Duke is nicknamed “The Sniper” and is available in orange or black.
The 990 Duke has also been restyled, with a more muscular, hunched-forward stance like the 1390 Super Duke R Evo. Both share a unique headlight design with stacked low and high beams in the center that are framed by a pair of DRLs shaped like curved talons. Compared to the 890 Duke R, the 990 Duke’s seat is angled up more in the front to prevent the rider sliding forward, is flatter, has new foam, and sits at 32.4 inches, down from 32.8 on the 890. The pillion seat was moved up by 0.8 inch to give the passenger a better view and more legroom.
Spain is one of the most mountainous countries in Europe and it has fantastic twisty roads.
My test ride on the 990 Duke was a romp in mountains above Almería, Spain, on a cold, clear February morning that was part of the “30 Years of Duke” press launch that included the 390 Duke and 1390 Super Duke R Evo. When we did a comparison test of KTM’s full Duke lineup in 2021, the 890 Duke was a staff favorite, “a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.” We described it as “a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials.”
The KTM 990 Duke has a unique headlight design that’s shared with the 1390 Super Duke R Evo.
Is the 990 Duke even better? Yes and no. It is an exciting machine that provides a thrilling rush of power and has a light and balanced feel, a responsive chassis, and an excellent electronics package. The Duke’s steady evolution from the 790 to the 890 to the 990 is obvious, but the 990 feels like it just turned 40, suddenly thrust into middle age. As a seven-tenths scale Super Duke (at least in terms of engine displacement; the 990’s 123 hp is 65% as much as the 1390’s 190 hp), it demands more respect and has lost a bit of its free-spiritedness.
That’s not necessarily a bad thing. It’s just a shift in focus, and with the 790 Duke back in KTM’s lineup, it makes sense.
The KTM 990 Duke, all grown up and serious as a heart attack.
Our launch base camp was the Circuito de Almería, located in an arid region near the southern Spanish coast where many Spaghetti Westerns were filmed. From the track, we rode north into the mountains, climbing rapidly on a road with so many hairpins it felt like riding the Alps minus the tour buses. On such a tight, technical road, the 990 Duke felt like overkill. The 390 Duke we rode the previous day would have made more sense, or perhaps KTM’s 690 SMC R supermoto.
After we did our photo passes on a 1st-gear hairpin where I struggled to find my groove, we continued climbing to the top of the mountain. Down the other side, the curves opened up and the 990 Duke felt more in its element.
The KTM 990 Duke is light, powerful, and agile.
On a short ride on public roads, some of which were wet or lightly glazed with ice, I didn’t try out the Performance or Track modes, or the new launch control. The Street and Sport modes provided plenty of excitement, and the more I rode the 990 Duke, the more I fell under its spell. Allow me to reiterate two key specs: 123 hp and 395 lb. That power is delivered in a direct but very manageable way to the rear wheel, which is attached to a lightweight motorcycle with a retuned chassis that ensures steering inputs hit the bullseye. Admirable qualities, but also ones that encourage a high rate of speed.
Compared to the 890 Duke R, the KTM 990 Duke’s seat is flatter and 0.4 inch lower.
I’ve tested enough KTMs to become accustomed to its menus and appreciate the intuitive illustrated motorcycle graphics that show how different settings affect vehicle dynamics. The new switchgear on the 990 Duke is easy to use, but there are too many steps involved in changing modes and settings on the fly. A simple “mode” button that would allow a rider to quickly toggle between ride modes would simplify the process.
So 990 may be the magic number. Nearly 20 years ago, the KTM 990 Super Duke was the first big-bore streetbike made by a small Austrian company known for its dirtbikes. Since then, KTM has become Europe’s largest motorcycle manufacturer, the Super Duke has gotten super-er, and the 990 Duke honors that legacy.
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