Rennie Scaysbrook | August 20, 2024
The Autodromo Internacional do Algarve is one of those places you dream of visiting. It’s like God woke up one morning and decided to infuse the locals with the drive required to build such a monumental structure, one that makes almost every other circuit I’ve ridden pale into insignificance.
Revised ergonomics make the 990 less tiring on track than the 890.
Photos by Sebas Romero
It’s a true test of the rider’s skill and the aptitude of the machine they are piloting. Known as “the rollercoaster,” Portimao acutely examines a motorcycle’s handling characteristics, shedding light on any deficiencies with a spotlight’s intensity.
On my second session with the 2024 KTM 990 Duke, things couldn’t be peachier. The middle child of the Duke brothers, it feels like a toy after jumping off the plainly angry 1390 Super Duke R I rode the previous session.
KTM claims 123 horsepower and 76 lb-ft of torque for the 990, which is perfect for the twists and turns of the Algarve’s premier racetrack.
The KTM 990 Duke is a substantial upgrade from its predecessor in the 890, featuring a largely new engine and chassis that we tested in Spain a few months back. While it retains the basic structure of the 890, almost every component has been modified—this includes a new crank, conrods, pistons, cams, radiator, airbox and exhaust. Although called a 990, the capacity tops out at 947cc, and thus, there’s only a slight increase in horsepower and torque compared to the 890.
Mid-size naked bikes can do it all these days, but few are as good on a racetrack as the 990 Duke.
However, KTM focused on improved midrange torque between 3000 and 7000 rpm, which in theory should make it a better street bike even if it technically hinders high-rpm track performance a touch.
The bike I road came loaded with the $934.99 Tech Pack from KTM, as well as some ultra sticky Pirelli slick rubber that has way more grip than this bike could possibly use. KTM’s Tech Pack provides excellent value for money, considering it unlocks the nine-stage traction control, as well as the Performance and Track riding modes. Performance Mode is aimed at the street rider with a different dash display centered on the stuff they’ll need (i.e., speedo being front and center), while the Track Mode gives you access to the lap timer, the lean angle you reached, and the five-stage wheelie control algorithm. Consider this as basic telemetry, although it’s more advanced than what some international race teams were using a decade or so ago.
Around Portimao, with its many peaks and troughs, I’ve got the wheelie control set to its lowest setting without being turned off, which allows the engine to truly take over and drive through the electronic safety net.
The Duke’s 123 horsepower isn’t anywhere near as intimidating as the 180-plus horsepower of the 1390, but when paired to electronics that are now so good at what they do, the Duke becomes that friend you’ve known for years and can somewhat let your guard down around. You can’t do that on a Super Duke.
A bump in capacity hasn’t resulted in a heap more top-end power but more mid-range torque.
The 990’s chassis is significantly stiffer than the 890’s, offering better track performance and handling at high speeds. The new tubular steel frame is 15 percent stiffer, with additional lateral and torsional stiffness, though the swingarm is less rigid to maintain road feel. The 990’s dimensions are slightly smaller and racier than the 890, with a small adjustment in rake (24.2 for the 990 vs. 24.0° for the 890) and a minuscule change in wheelbase 58.1 inches for the 990 vs. 58 inches for the 890), but the tank and shrouds make for a wider stance and enhance control under braking.
This latter fact I’m especially thankful for heading into the hard braking zone of turn five, the 180° down and then uphill hairpin made famous for Marquez and Bagnaia smashing into each other earlier this year.
The new ergonomics hold the rider in place better than on the 890, reducing fatigue as you don’t have to grip the tank as hard as you do on an 890.
The 990’s suspension has been heavily revised, with fully adjustable WP Apex forks and shock. Although the ride can be stiff in standard settings, this is intentional, as the 990 Duke is designed as a focused streetfighter, ideal for fast rides through canyons.
This sort of stupidity is far too easy on a KTM 990 Duke.
This didn’t stop me needing two turns of preload to stop the rear sinking on corner exits and firing me to the outside of the track, something I’d quickly take out if I was heading into town later that night on Portimao’s backroads.
The only component carried over from the 890 is the J.Juan four-piston brake calipers, though the brake discs are lighter, giving you a little extra agility, but I couldn’t tell the difference.
Although turn-in speed is impressive, what quickly becomes annoying is the lack of ground clearance from the footpegs. It doesn’t take long for the hero knobs to go flying from the alloy units, and soon my boots begin touching down despite me doing my best to ride on my toes.
This is easily fixed by throwing on a set of rear footpegs, but on the flip side, I don’t remember having any such issues on the road test we carried out in Spain—quite the contrary, as the 990 was a comfortable proposition for a day’s mountain riding.
The track might not be the place you’d expect to find the KTM 990 Duke (unless you’re Chris Fillmore with a rather hotted-up version racing in MotoAmerica Super Hooligans), but it proves to be quite the capable riding partner if that’s where you want to go.
Versatility has always been a Duke strong point, and KTM may have just hit the perfect combination of road manners and track prowess with the new 990.CN
Cycle News VIDEO | 2024 KTM Duke 990 First Ride
Cycle News VIDEO | 2024 KTM 1390 Super Duke R & 990 Duke At Portimao
2024 KTM 990 Duke Specifications
| MSRP |
$12,500 |
| Engine |
4-stroke, twin |
| Displacement |
947cc |
| Fuel injection |
EFI |
| Starting |
Electric |
| Transmission |
6-speed |
| Front suspension |
43 WP Apex inverted forks, fully adj. |
| Rear suspension |
WP Apex monoshock, preload, rebound adjustable |
| Front tire |
120/70ZR17 in. |
| Rear tire |
180/55ZR17 in. |
| Wheelbase |
58.1 in. |
| Seat height |
32.5 in. |
| Fuel capacity |
3.9 gal. |
| Weight (curb) |
394 lbs. |
