2027 KTM 790 Duke Review

Few motorcycles have shaken up the middleweight naked class quite like KTM’s original 790 Duke. When it debuted, the “Scalpel,” as it was coined by the boys and girls in orange, combined razor-sharp handling with a charismatic parallel-twin that made nearly every road feel like a special stage.

It eventually gave way to the larger 890 Duke and the 890 Duke R (in my opinion, the best Duke the company has yet made), but demand for the 790 never really disappeared. It was still sold in various markets around the world, just not here.

Photography by Sebas Romero

Now, for 2027, KTM has given its junior middleweight parallel-twin its biggest overhaul since its 2018 debut, refining virtually every area except the one that arguably needed the least attention—the engine.

The launch took place around the Alpine roads surrounding Saalfelden in the Austrian Alps, with a ride over the impossibly beautiful surrounds of the Grossglockner High Alpine Road. I have to be honest, at times it was genuinely difficult to keep the bike on the road, such was the exquisiteness of the area.

Now, before we go any further, let’s address the elephant in the room. This is a fully Chinese-built KTM. It’s designed in Austria but constructed in China with the commercial partner CFMOTO, which has the same engine in its 800NK, 800MT and 800MX-T.

And unless you’ve been living under a rock, you’ll know of the camshaft/finger follower issues KTM had with the 790 parallel-twin motor over the last couple of years. The Austrians at the launch were quick to assure us any and all problems with the metallurgy and manufacturing of the cams/followers have been addressed, so time will tell if this is the case.

KTM’s goal wasn’t to reinvent the 790 Duke, but rather to make it a more polished, more premium machine without sacrificing the playful personality that made it famous. This is, after all, going to be many riders’ entry into the KTM Duke family, so getting it right was an absolute non-negotiable.

The heart of the 2027 machine remains KTM’s 799cc LC8c parallel-twin engine. Thankfully, the engineers resisted the temptation to chase bigger horsepower numbers, retaining the proven package that already struck an excellent balance between performance and usability.

Producing a claimed 105 horsepower at 9500 rpm and 64 lb-ft (87 Nm) of torque, the liquid-cooled DOHC eight-valve twin continues to use its distinctive 285-degree crankshaft, giving it a V-twin-like firing order and plenty of character under acceleration. A revised Euro 5+ exhaust system keeps emissions in check while maintaining the engine’s lively personality, though it can sound overly flat when the throttle is pinned.

The sound is one thing, the experience another. On the road, the motor feels every bit as energetic as before. The 790 has never relied on outright horsepower to impress. Instead, it’s the immediacy of the torque delivery that defines the experience. Roll open the throttle exiting one of the Grossglockner’s countless second-gear hairpins, and the engine responds with an eager surge that builds smoothly through the midrange before carrying strongly toward redline.

I was riding a Euro-specific model at the launch, and unlike many other manufacturers, KTM runs the same emissions maps across Europe and North America. What that means is you shouldn’t experience the dreaded emissions-induced flat spot as the bottom-end revs move into the midrange, which is good news for everyone, especially riders who will use the bike as a commuter.

Unlike some middleweight twins that run out of enthusiasm once past 8000 rpm, the LC8c continues pulling right through the midrange into the upper echelons. It’s an engine that rewards both lazy short-shifting and aggressive riding equally well but doesn’t love living permanently in the top-end. Things get very vibey there, and most of the meaningful drive is gone, so it’s better to live the upper-midrange, lower-top-end way of life.

Throttle calibration is notably smoother than on the previous 790. Even in Sport mode, the initial throttle response feels more refined while maintaining the most direct connection you can expect. Street mode remains the sweet spot for everyday riding, while Rain mode softens power delivery and reduces output for low-grip conditions, but you already know all that jargon.

Our test bike came with the $899 Tech Pack, which unlocks Track mode, adjustable traction control, launch control, Quickshifter+, cruise control and motor-slip regulation, allowing the electronics package to rival motorcycles costing considerably more. I know it’s a pain in the ass to have to buy an electronics package, especially when some rival companies give it away for free, but it’s not too big an ask and gives you all the bells and whistles you’ll ever need. Trust me, go for the Tech Pack when you buy the bike.

KTM has left the chrome-moly tubular steel frame architecture largely intact, continuing to use the engine as a stressed member to minimize weight while maximizing rigidity. Frame stiffness has been carefully tuned to preserve the Duke’s famously direct steering feel, but the bits surrounding that frame have evolved considerably.

The most obvious structural change is the new one-piece cast aluminum subframe. Besides looking significantly cleaner, it integrates the airbox into the casting, improving airflow, centralizing mass and reducing overall weight. The redesign also contributes to the Duke’s claimed wet weight of approximately 408 pounds, around four pounds lighter than before.

The new subframe houses a new, skinnier seat unit that has shades of an old Ducati superbike. The section between the front of the seat and the back of the tank is ultra-slim and isn’t the easiest to grip with jeans on. A trip to the dealer to grab some tank gripper adhesive would be first on my list of add-ons.

That being the case, the 790 Duke feels delightfully light the moment it leaves the sidestand. Flicking from side to side through the Grossglockner’s flowing mountain roads requires almost no effort. Steering remains incredibly neutral, requiring little more than a light push on the ’bar to place the front wheel exactly where intended.

This has always been one of the Duke’s defining characteristics, but the 2027 version feels noticeably calmer midcorner. Where previous models occasionally transmitted a little steering nervousness over rough pavement, the updated chassis now feels planted without sacrificing agility, as the new standard-fitment Pirelli Diablo Rosso Corsa IV helps guide the show along.

Much of that newfound composure comes courtesy of revised WP Apex suspension.

Up front sits a fully adjustable 43mm split-function upside-down fork. Compression damping is adjusted on the left leg, while rebound is adjusted on the right, both offering five-click adjustment ranges. Progressive fork springs help maintain compliance over small bumps while resisting bottoming during aggressive braking. Out back, the WP Apex shock features a five-click rebound adjustment, a preload adjustment and a progressive spring.

Austria’s mountain roads aren’t always billiard-table smooth, featuring everything from frost-heaved pavement to patched asphalt. The updated suspension absorbs sharp impacts better than before while still delivering good feedback from both tires.

Push harder through faster sweepers and the Duke will egg you on. There’s impressive support during heavy braking, with good stability through long-radius corners and enough compliance to keep both Pirellis firmly connected over broken pavement.

The Pirellis deserve mention as well. Replacing the previous Maxxis fitment, the Rosso IVs delivered outstanding grip throughout the day, particularly as temperatures climbed during the afternoon sessions and on a few time-trial runs on a proving-ground circuit.

The brakes are another major talking point: for 2027, KTM has introduced an entirely new in-house WP braking system that replaces the previous J.Juan setup.

Twin 300mm floating front discs are clamped by four-piston radial calipers, while a single 240mm rear disc handles stopping duties at the back. Lean-sensitive ABS remains standard, with Supermoto ABS available for riders wanting rear-wheel freedom.

KTM was particularly proud of this. WP had made the system for the 390 Adventure, but this was the subsidiary’s first time doing so for a midsize/big bike. And it’s a good system even if the feel is a little different to what I’ve experienced.

The WP system delivers a strong initial bite, and the lever feel remains firm throughout repeated hard-braking zones, with good modulation during deep trail braking. The brakes look cool as well. The ones on the 790 are the midsize calipers—there’s a system for the 390, and they are developing high-end calipers that (I assume) will eventually replace the Brembos on the 1390. It’s all part of KTM’s streamlining of parts and suppliers to bring as much of the bike-building process in-house as possible.

Ergonomically, the 790 feels skinnier in some sections and bigger in others. The reshaped fuel tank provides good knee support during cornering (but can be a touch hard to grip when the brakes are first applied, as mentioned), while the slimmer seat front improves reach to the ground.

The handlebar position has been revised, footpegs move slightly rearward and upward, and the riding position strikes a more natural balance between aggressive sport riding and everyday comfort. Even after several hours in the saddle, fatigue remained minimal, and this was mainly thanks to thick seat padding that doesn’t (unlike so many others) sink you into the base alloy after an hour of riding.

The handlebar position has been revised, footpegs move slightly rearward and upward, and the riding position strikes a more natural balance between aggressive sport riding and everyday comfort. Even after several hours in the saddle, fatigue remained minimal, and this was mainly thanks to thick seat padding that doesn’t (unlike so many others) sink you into the base alloy after an hour of riding.

The styling also receives meaningful updates with the new LED headlight that doffs the cap to bigger brothers in the 990 and 1390 Super Duke R, but I’m sorry, I can’t dig on it. The old unit, while much heavier, was far better looking. Revised bodywork and a larger front fairing improve airflow while maintaining the minimalist Duke appearance.

The five-inch TFT display also gets an update, even if it feels a little small in this age of seven- to 10-inch TFTs that we’re living now. The graphics are cleaner, menu navigation requires fewer button presses, and the interface feels more intuitive. KTM’s electronics continue to rank among the best in the class and have done for years, so this area of the 790 isn’t really that surprising.

The 790 Duke’s re-arrival into the U.S. market thus completes the Duke, lineup and, my god, I hope KTM doesn’t screw with it anymore. This has been one of the biggest problems for the brand in that they chop and change the capacities and, more importantly, the names of the bikes almost year on year. So, please, KTM keep it at 790, 990 and 1390 for a long time, will you?

Having said that, the 2027 KTM 790 Duke is a great motorcycle that has matured without losing the playful edginess that made it so popular when it was initially released pre-Covid. In a segment filled with excellent choices, the updated Duke has a ton of competition, but it’s still one of the most rewarding midsize naked bikes you can buy.CN

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Click here to read the 2027 KTM 790 Duke Review in the Cycle News Digital Edition Magazine.