P78
RIDE REVIEW I 2024 KTM 990 DUKE
ENGINE
In creating the 990 Duke,
the KTM engineers took the
890 engine and used—big
breath—basically none of it.
From the bottom up, you've
got a new crank, conrods,
pistons, more aggressive
cams with higher lift and lon
-
ger duration, a wider radiator,
a revised under-seat airbox,
and a new exhaust, and the
capacity hike from 889cc to
947cc comes via a 1.8mm
bigger bore to 92.5mm and a
1.6mm longer stroke, now at
70.4mm.
Despite the 58cc capac
-
ity increase, KTM is only
claiming a two-horsepower
difference for the 990 over
the 890 at 123 hp at 9500
rpm, but the talking point is
more how the motor makes
its mid-range torque.
Peak torque is only a
claimed 3 lb-ft more at 76 lb-
ft at 6750 rpm, but the 990
(947cc) motor feels smooth
-
er and more robust in its
torque application between
3000-7000 rpm, right where
you'll spend a large portion
of your time while riding on
the street. You can click it a
gear higher than you'd
expect for many situations
and just leave it there, surf-
ing up and down the rev
range and being downright
lazy if you want.
But that's only part of its
character. It's still a KTM
Duke, and in that style, it'll
absolutely rip out of tight
hairpin corners and up
mountain passes with al
-
most the same gusto as the
new 1390 if you hammer the
ride-by-wire throttle with any
kind of malice.
The 900 is a belter of
a motor and can pull the
around-town cruisey trick
just as easily as it can power
wheelie in second and third
gear up your favorite canyon
pass. It's so flexible you
start to wonder why you
need a 1390 for anything
other than bragging
rights.
The dimensions have grown
somewhat to match the
new motor, with a wider tank
and shroud area, making it
easy to lock your legs on.
