Moto Review: 2024 KTM 990 Duke

The 990 Duke combines agility and fun, bringing more heat to the middleweight naked class.

No matter which version you choose, KTM has always done something different than the competition. From the 390 Duke all the way up to the Super Duke, they have always been fun to ride, and full of character. Despite their polarizing looks, it is really hard to dislike them once you have a chance to ride any of them.

The 990 Duke not only carries over the same fun formula as the rest of the model lineup, but it is a step closer to being called a “baby” Super Duke. KTM decided to end the production of the 890 Duke to replace it with the 990 Duke, but it’s not just a faster and lighter version of the 890, it is a completely different bike.

The beauty is in the eyes of the beholder, and my eyes say it is not a bad-looking bike. Even though it is my subjective opinion, it looks undoubtedly different compared to the 890. Even though it has similar lines, the front fascia is completely different. The headlight is probably the most controversial design element also used in the 1390 Super Duke. As expected from KTM, you can choose the traditional orange colour, or if you want a more subtle choice, there is also a black colour available.

The LED daytime running lights still kept the similar aggressive KTM look that we used to see, but the low and high beams are separate from the DRLs. The aggressive design is a great match with the rest of the bike, with a lot of sharp angles and lines from all angles. The attention to detail is quite impressive, all trims, plastic and metal pieces are all blacked out, and they all feel solid.

Just like the build quality, the tech is quite impressive. The 990 Duke comes with a new 5-inch colour TFT display with a scratch-resistant screen and redesigned menus with smartphone integration to see navigation, audio settings and phone calls. As expected, KTM does not disappoint when it comes to the rider aids, with three different ride modes and two optional ride modes (Performance and Track modes) available for more performance-oriented riders, there is also a slip adjuster, wheelie control, throttle response, ABS and launch control settings that can be fine-tuned based on your riding style.

The graphics and screen quality are top-notch, navigating through the menus is very easy, and you don’t have to take a lot of time to get used to the layout. The screen can be controlled by the buttons on the left side of the handlebar, with a shortcut button allowing you to change the preferred settings on the fly without going through the menus. It also comes with cruise control and a USB-C charging port, great two assets for long-distance rides.

The 990 Duke feels surprisingly smaller than the competition, which is a positive feature from the performance perspective. It has surprisingly relaxed riding ergonomics and offers a comfortable ride. You do not feel like you are sitting on top of the bike, unlike some other KTMs from the past. It holds the rider much better than the outgoing version and you don’t have to grip the tank to keep yourself on the bike.

The 32.4-inch seat height makes the bike accessible for shorter riders, but it also doesn’t feel cramped for tall adults. The seat is surprisingly comfortable and has a lot of space to move back and forth depending on your riding style. At 6’1″, I had no issues with the overall fitment and had no fatigue even after long hours of ride. I found the 990 Duke was more comfortable than the BMW M1000XR I’ve reviewed after testing them in the same route, and spent the same amount of seat time, which is supposed to be the more comfortable choice as a sport tourer. KTM aimed to make the 990 Duke a more well-rounded package while still offering better performance than the outgoing 890 Duke.

Speaking of performance, KTM updated the liquid-cooled LC8c parallel-twin engine, which is technically the same platform that we found in other middleweight KTM models. The engine is heavily revised so much that there aren’t many similarities with the 890 Duke. The new engine is pushing out 123 horsepower at 9,500 rpm and 76 lb-ft of torque at 6,750 rpm. The horsepower and torque figures are slightly up compared to the 890 Duke, but the way that the 990 Duke delivers the power is much more intense thanks to its more responsive mid-range and noticeably more powerful top end.

The only gripe I had was the ultra-silent exhaust muffler as it makes the whole riding experience less engaging without hearing an exhaust note. KTM was nice enough to offer a two-piece exhaust system, so you can easily swap an aftermarket slip-on exhaust system for a better exhaust note. Unfortunately, it is a common practice due to strict EU5+ emissions, so I wouldn’t blame KTM for this decision.

Despite having bigger displacement, the 990 Duke was able to lose weight thanks to its new frame, subframe and swingarm. The chromoly steel frame is redesigned to be more rigid for more stability, which 890 Duke has been criticized in the past. The 990 Duke feels super agile even repetitive back-to-back low-speed tight turns and doesn’t have any stability issues at the limit.

Of course, the braking performance is just as important, and the dual four-piston brake calipers paired with dual 300mm discs in the front offer a decent amount of braking power at the limit. I’ve found the initial bite could have been a little bit better, but it’s relatively easy to do trail braking smoothly. The most important update is the updated caliper mount that has shaved more weight in the front add, which helps to reduce the rotating mass significantly. Speaking of weight savings, the 990 Duke weighs only 395 lbs or 179 kg, which is almost 30 lbs lighter than direct competition, and it is even lighter than most of the 650cc bikes available.

The weight reduction and other updates made the 990 Duke a very flickable bike while still being very stable and confidence-inspiring at high-speed turns. Unlike most brands, KTM made it easy for the riders to adjust the suspension, so you do not need any extra tools to adjust the forks. The 43mm inverted WP Apex forks are firmly sprung, and carrying speed into the corner is quite easy due to the sharp front end. You can easily adjust the compression and rebound on the fly by just turning the knob based on your weight or riding style. The sticky Bridgestone S22 tires have a really soft compound, which offers tons of grip and gives you a lot of confidence as you get closer to the limits.

With the new 990 Duke, KTM studied the market properly and improved the deficiencies of the outgoing model to challenge the heavy hitters in this segment. Just like the 1290 Duke GT we reviewed earlier last year, it is really hard not to like the Duke 990, as it carries a similar formula in a different layout. It’s sporty, yet comfortable. It’s fast and fun, but also smooth and predictable. It’s flickable, yet super stable in the mid-corner. It has modern tech and touring-friendly features such as cruise control and a USB port, making the 990 Duke the most well-rounded option in this segment with a surprisingly competitive price tag.