[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"$foN9jc1RUgHVehZG3CxTVTQK0H4UbRPeaA-YB2NgONsM":3,"$fzUDLXS7aXZ4k2-qwOmMDHKgLWPiOK-JVUNDrVS-L1gI":31},{"id":4,"slug":5,"pays_origine":6,"date_fondation":7,"logo":8,"image_hero":8,"translations":9},"46c0b24c-3150-49d3-9599-9d6d12c83231","ktm","Autriche",1953,null,[10],{"id":11,"constructeurs_id":4,"languages_code":12,"nom":13,"histoire":14,"sites_production_actuels":15,"sites_production_historiques":16,"adn_marque":17,"caracteristiques_cles":18,"modeles_emblematiques":26,"points_forts":27,"points_faibles":28,"meta_title":29,"meta_description":30},"48c03437-ce23-439a-a171-2ef0ca8ecd39","en","KTM","## How was KTM born?\n\nThe story of KTM begins in 1934, when Austrian engineer Hans Trunkenpolz opened a vehicle repair shop in Mattighofen, a small town in Upper Austria. The original name, Kraftfahrzeug Trunkenpolz Mattighofen (\"motor vehicles Trunkenpolz Mattighofen\"), was never officially registered. During World War II, the workshop survived on diesel engine repairs, managed by Trunkenpolz's wife while he was called up for military service.\n\nAfter the war, demand for repairs dried up. Trunkenpolz pivoted to motorcycle manufacturing. In 1951, he built his first prototype, the R100, a small 98cc two-stroke single-cylinder using a Rotax engine supplied by Fichtel & Sachs. Series production began in 1953 with just 20 employees assembling three motorcycles per day. That same year, businessman and racing enthusiast Ernst Kronreif bought a major stake. The company was renamed Kronreif & Trunkenpolz Mattighofen: the \"K\" in KTM now stood for Kronreif rather than Kraftfahrzeug.\n\n## The early decades: from workshop to manufacturer\n\nKTM claimed its first Austrian national championship in the 125cc class in 1954 and quickly expanded its lineup: the Tourist 125 (1954), Mirabell scooter (1955), Trophy 125 sport bike (1957), and Mecky moped (1957). The brand diversified into scooters, mopeds, and bicycles during the 1960s. Ernst Kronreif died in 1960, Hans Trunkenpolz in 1962. His son Erich took over management.\n\nThe 1970s brought a turning point: KTM entered motocross racing and claimed its first world title in 1974, when Soviet rider Gennady Moiseyev won the 250cc Motocross World Championship on a KTM. The company grew to 400 employees and 42 models. In 1978, KTM North America Inc. was established in Ohio.\n\nBut the 1980s proved devastating. The Japanese manufacturer invasion upended the European market, and scooter and moped sales collapsed. Moped production halted in 1988. Erich Trunkenpolz died in 1989. A rescue attempt by the GIT Trust Holding investment fund failed, and KTM filed for bankruptcy in December 1991 with debts of 73 million euros. The company was split into four separate entities.\n\n## The Stefan Pierer resurrection\n\nThis is where the story of the KTM we know today truly begins. In January 1992, Austrian entrepreneur Stefan Pierer purchased KTM Sportmotorcycle GmbH (the motorcycle division) out of insolvency. Only 160 employees remained, producing 6,300 motorcycles that first year. Pierer, who initially planned to restructure and flip the company, was convinced to stay by two key figures: former motocross world champion Heinz Kinigadner and designer Gerald Kiska.\n\nPierer's strategy was ruthless: strip away everything that wasn't performance motorcycling and bet everything on off-road. In 1994, the Duke series of road motorcycles launched. In 1995, KTM acquired Swedish manufacturer Husaberg and Dutch suspension maker WP. In 1996, KTM motocross bikes adopted the signature orange livery that would become the brand's trademark. In 1997, the first LC8 twin-cylinder engines appeared, spawning the Adventure and Supermoto ranges.\n\nThe Dakar Rally became KTM's ultimate proving ground. The factory entered a works team in 1994. After a stunning 1998 showing (2nd through 12th place all on KTMs), total domination began in 2001 with Fabrizio Meoni. What followed was an astonishing 18 consecutive Dakar victories from 2001 to 2019, a record that will likely never be matched. KTM Dakar winners include legends like Cyril Despres (5 wins), Marc Coma (5 wins), Toby Price, and Matthias Walkner.\n\n## The Orange Empire: from dirt to asphalt\n\nThe trophy cabinet expanded across every discipline. In motocross, KTM has accumulated over 96 world titles in MXGP/MX1/MX2 since 1974, through champions like Tony Cairoli (9 world titles, 7 on KTM), Jeffrey Herlings, and Ryan Dungey. In enduro, over 114 world titles across E1/E2/E3 and SuperEnduro. In American Supercross, Ryan Dungey delivered three championships for KTM (2015-2017).\n\nOn tarmac, KTM entered Moto3 in 2012 and Sandro Cortese won the inaugural championship on KTM machinery. Titles followed through Maverick Vinales (2013), Brad Binder (2016), and Pedro Acosta (2021). In Moto2, KTM swept three consecutive titles (2021-2023: Gardner, Augusto Fernandez, Acosta). In MotoGP, KTM joined full-time in 2017 with the RC16. On August 9, 2020, South African Brad Binder delivered KTM's first-ever premier-class victory at the Czech GP in Brno, in only his third MotoGP race.\n\nMeanwhile, Pierer built a multi-brand empire. KTM acquired Husqvarna from BMW in 2013, GASGAS in 2019, and took a stake in MV Agusta. In 2023, the group hit a record 381,555 motorcycles sold for revenue of 2.66 billion euros. The combined group has accumulated 371 world titles across all brands (KTM + Husqvarna 122 + GASGAS 43).\n\n## KTM today: crisis and rebirth\n\nBut success masked financial fragility. A disastrous diversification into electric bicycles and overaggressive expansion triggered a liquidity crisis. In November 2024, KTM filed for court-supervised restructuring (Austria's equivalent of Chapter 11). Stefan Pierer stepped down as CEO in January 2025 after more than three decades at the helm.\n\nThe rescue came from India: in November 2025, Bajaj Auto, KTM's partner since 2007 for small-displacement production, completed a controlling acquisition of approximately 75% for 800 million euros. Pierer Mobility was renamed Bajaj Mobility. Production continues at Mattighofen (Austria), Pune (India, with Bajaj), and Hangzhou (China, with CFMoto).\n\nOn the racetrack, KTM remained dominant despite the financial turmoil. In 2025, the group secured a record 28 championship titles: Daniel Sanders won the Dakar and World Rally-Raid Championship, Josep Garcia took the EnduroGP title, Manuel Lettenbichler retained the Hard Enduro crown, and Pedro Acosta finished 4th in MotoGP. In 2026, Luciano Benavides added a 21st Dakar victory for KTM.\n\n## In summary\n\nKTM is a phenomenon without equal in the motorcycle industry: a brand born in an Austrian workshop, on the brink of extinction in 1991, that became Europe's largest manufacturer and one of the most decorated names in motorsport history. Its \"Ready to Race\" mantra isn't just a slogan — it's a DNA that flows through every model, from the entry-level 125 Duke to the MotoGP prototype. Now under Indian ownership since 2025, KTM enters a new chapter with a trophy cabinet that nobody can ignore.","Mattighofen, Upper Austria, Austria (global HQ, main production, assembly)\nMunderfing, Upper Austria, Austria (R&D, motorsport center)\nPune, Maharashtra, India (Bajaj Auto partnership — Duke and RC small-displacement production)\nHangzhou, Zhejiang, China (CFMoto partnership — 790 Duke, 790 Adventure production)","Mattighofen, Upper Austria, Austria (original factory 1934-1991, before bankruptcy and restructuring)","\"Ready to Race\": three words that say it all. KTM is the most decorated motorcycle brand in off-road racing history, with over 370 world titles, 21 Dakar victories, and a dominant presence in every discipline from motocross to MotoGP. Every KTM is designed as a race machine made accessible to everyday riders: sharp engines, precise chassis, raw character, and that unmistakable orange livery. Born in a tiny Austrian workshop, resurrected from bankruptcy by a visionary entrepreneur, and now the largest European motorcycle manufacturer, KTM embodies the spirit of relentless competition. The price of entry is the highest in Europe, but the experience on every ride is guaranteed. If you want a motorcycle that lives to attack, you're in the right place.",[19,20,21,22,23,24,25],"Ready to Race","Signature orange","21 Dakar victories","Motocross and enduro","MotoGP","Bajaj partnership","Austrian manufacturing","## KTM 390 Duke\n\nLaunched in 2013, the 390 Duke is the ideal gateway into the KTM universe and one of the brand's greatest commercial successes. Its 373cc single-cylinder engine, developed in partnership with Bajaj in India, delivers approximately 44 horsepower in an ultralight trellis frame. Nimble, aggressive, and accessible for new riders, it perfectly embodies the \"Ready to Race\" philosophy applied to the entry level. It was through the 390 Duke (and its 125 and 200 siblings) that KTM transformed from a niche specialist into a mass-market manufacturer, selling hundreds of thousands of units annually across global markets.\n\n## KTM 1290 Super Duke R\n\nNicknamed \"The Beast\" by KTM themselves, the 1290 Super Duke R represents the naked sportbike concept pushed to its absolute extreme. Its 1,301cc LC8 V-twin delivers approximately 180 horsepower in a chassis weighing just 189 kg (417 lbs) dry. Launched in 2014, it redefined the hypernaked segment by combining superbike power with sportbike agility and cutting-edge electronics (cornering ABS, traction control, riding modes). It's the motorcycle that proves KTM can perform just as brilliantly on tarmac as on dirt.\n\n## KTM 1290 Super Adventure S/R\n\nThe flagship of the road range, the 1290 Super Adventure is KTM's answer to the BMW R 1250 GS. Powered by the same LC8 V-twin as the Super Duke, retuned for long-distance touring, it offers semi-active suspension, adaptive cruise control with radar, TFT display, and genuine off-road capability through the R version (21-inch front wheel, WP Xplor suspension). It's the ultimate tool for globe-trotting riders who want both performance and exploration.\n\n## KTM 450 SX-F\n\nThe undisputed king of motocross. The 450 SX-F is the most decorated machine in recent MX history, ridden by legends including Tony Cairoli (9 world titles), Jeffrey Herlings, and Ryan Dungey. Its 449cc four-stroke single-cylinder is a concentrated package of race technology: fuel injection, electronic ignition, chrome-molybdenum frame, and a featherweight 101 kg (223 lbs) dry. Every innovation developed in MXGP or AMA Supercross filters directly into the production model.\n\n## KTM 450 Rally\n\nThe machine that has dominated the Dakar Rally like no other in history. With 21 victories at the world's toughest rally (including an unprecedented 18 consecutive wins from 2001 to 2019), the KTM 450 Rally is a motorsport legend. The production version, the 450 Rally Replica, allows well-funded privateers to ride essentially the same hardware as Dakar winners. Cyril Despres, Marc Coma, Toby Price, Matthias Walkner, Kevin Benavides, Daniel Sanders, and Luciano Benavides have all inscribed their names in the record books on this machine.","- Unmatched racing pedigree: 371 world titles (group), 21 Dakars, dominant in MX, enduro, rally, and Moto3\n- Extremely broad range from 125cc to MotoGP, spanning off-road, adventure, naked, and sport touring\n- \"Ready to Race\" engine and chassis character: every KTM rides like a sportbike, even entry-level models\n- Constant innovation driven by competition at the highest level worldwide\n- Dense global dealer network and strategic partnerships (Bajaj, CFMoto) ensuring accessibility and availability\n- Cutting-edge electronics (cornering ABS, WP semi-active suspension, adaptive radar) developed through racing\n- Passionate Orange community and brand events (KTM Adventure Rally, Orange Days)","- High maintenance costs: short service intervals, premium WP components, specialized labor required\n- Reliability concerns on certain models, particularly early production runs of new platforms\n- Purchase prices among the highest in the European market, especially on large-displacement models\n- Seat comfort and ergonomics can be spartan, sacrificed in favor of sportiness\n- 2024-2025 financial restructuring: short-term uncertainties around parts supply and after-sales service","KTM — History, Models & Reviews | Moto-Académie","KTM, Austrian manufacturer since 1953: 371 world titles, 21 Dakars, Duke to Adventure range. History, iconic models and honest reviews.",{"data":32,"hasMore":53,"marques":209},[33],{"id":34,"marque":13,"modele":35,"annee":36,"categorie":37,"cylindree":38,"puissance":39,"puissance_num":40,"couple":41,"couple_num":42,"poids":43,"poids_num":44,"hauteur_selle":45,"reservoir":46,"consommation":47,"intervalle_entretien":48,"type_moteur":49,"refroidissement":50,"transmission":51,"permis":52,"bridable_a2":53,"prix_neuf":54,"status":55,"date_published":56,"translations":57,"photo":205},"e8fc8e14-aad7-4cbe-a40d-997e95e47c5b","890 Duke R",2024,"roadster",889,"121 ch (89 kW) @ 9 250 tr/min",121,"99 Nm (73 lb-ft) @ 7 750 tr/min",99,"166 kg (à sec) / ~183 kg (tous pleins faits, estimé)",166,834,14,"4,7 L/100 km (cycle WMTC)","Vidange : 15 000 km / 1 an — Soupapes : 30 000 km","Bicylindre parallèle 4T","liquide","6 rapports, chaîne","A",false,12999,"published","2026-02-24T06:43:23.673Z",[58],{"id":59,"fiches_motos_id":34,"languages_code":12,"slug":60,"description":61,"points_forts":62,"points_faibles":63,"meta_title":64,"meta_description":65,"faq":66,"essentiel":91,"synthese_presse":92,"ergonomie_description":93,"avis_entretien":94,"puissance":95,"couple":96,"poids":97,"consommation":98,"intervalle_entretien":99,"type_moteur":100,"transmission":101,"consommation_reelle":102,"autonomie_estimee":103,"moteur_detail":104,"chassis_detail":108,"ergonomie":115,"electronique":119,"entretien_detail":136,"coloris":140,"rappels":143,"concurrentes":149,"avis_presse":179},"a176ce80-a506-4b1a-8441-4ff7c1b385c5","ktm-890-duke-r-2024","## What exactly is the KTM 890 Duke R?\n\nBorn in 2020 as the radical evolution of the 790 Duke, the 890 Duke R carries KTM's \"Super Scalpel\" nickname. The name fits perfectly: this is a precision instrument, not a sledgehammer. Its 889cc parallel twin produces 121 hp and 99 Nm — figures that won't intimidate anyone on paper against larger roadsters. But stuff that engine into a bike weighing just 166 kg dry, and the power-to-weight ratio of 0.73 hp/kg puts it squarely in 600cc sportbike territory.\n\nFor 2024, the 890 Duke R stays true to the formula that made it popular since launch. KTM didn't mess with the fundamentals, because there wasn't much to fix. The model has been continuously refined since 2020, with notable input from former GP racer Jeremy McWilliams who helped develop the chassis. This is the final evolution of the LC8c platform before the 990 Duke takes over in displacement, though without the R's radical edge.\n\n## What's the engine like in daily use?\n\nThe LC8c twin is one of the best parallel twins in the business. Its 270-degree firing order (uneven, like a V-twin) gives it a character and soundtrack that regular-firing twins simply don't have. The exhaust note is gruff and almost gravelly at low revs, transforming into an angry snarl as you approach 9,000 rpm. It pulls strong from the mid-range and spins eagerly to the redline.\n\nCompared to the 790 it evolved from, the engine received a larger bore and stroke (90.7 x 68.8 mm), compression bumped to 13.5:1, bigger valves (37 mm intake, 30 mm exhaust), and a more aggressive camshaft profile. The crankshaft is 20% heavier, improving low-rpm smoothness and cornering stability. Lightened forged pistons partially offset this extra rotating mass. The ride-by-wire mapping (managed by a dedicated Dell'Orto ECU with individual manifold pressure sensors per cylinder) is excellent: throttle response is smooth and predictable across all riding modes.\n\nIn concrete terms, the 0-100 km/h sprint takes roughly 3.3 seconds, and the quarter mile falls in 11 seconds flat at 207 km/h terminal speed. That's seriously quick for a mid-size naked. But it's the roll-on acceleration from 80 to 160 km/h that really impresses: in third or fourth gear, you have instant cavalry under your right hand.\n\nFair warning: the bike ships with three modes (Rain, Street, Sport). Unlocking Track mode, the bidirectional quickshifter, engine brake control (MSR), and launch control requires purchasing the optional Tech Pack. This is the main sticking point for reviewers: at this price, those features should be standard. Especially since the cheaper 790 Duke gets them out of the box.\n\n## How good is the chassis?\n\nThis is where the 890 Duke R truly earns its keep. The tubular chrome-moly steel trellis frame uses the engine as a stressed member, gaining rigidity while saving weight. The cast aluminium subframe doubles as the airbox housing — no additional plastic covers or brackets, everything integrated into two connected pieces. The short wheelbase (1,482 mm) and aggressive steering geometry (65.7-degree head angle) make the bike extraordinarily quick to turn in.\n\nThe fully adjustable WP APEX suspension is top-tier kit for this segment: 43 mm inverted fork with split-function compression and rebound damping, rear shock with hydraulic preload, high and low speed compression, and rebound. Suspension travel is 140 mm front, 150 mm rear — enough to absorb road imperfections without sacrificing high-speed stability. The lightweight alloy wheels (finished in signature R orange) reduce unsprung mass and improve turn-in response.\n\nOn bumpy backroads, the 890 R stays planted and confidence-inspiring. On track, it allows committed riding without showing any weakness. This dual personality is what impresses the press most: many bikes that work well on the road go soft on circuit, and vice versa. The 890 R does both.\n\nThe Brembo Stylema brakes with MCS radial master cylinder (with adjustable lever ratio!) are borrowed from the 1290 Super Duke R. Feel is exceptional, modulation precise, and power more than adequate for track use. The MCS master cylinder lets you adjust the lever ratio — and therefore the brake feel — between progressive and aggressive. The Bosch 9.1 MP Cornering ABS with 6-axis IMU provides an intelligent safety net that accounts for lean angle. Supermoto mode disables the rear ABS for those who enjoy controlled slides.\n\n## Who is it for?\n\nThe 890 Duke R clearly targets sporty riders who want to have fun on backroads and occasional track days. Its tall seat (834 mm), committed riding position, and complete lack of wind protection make it poorly suited for long highway stints. Passenger comfort is virtually non-existent — the single-seat cowl comes standard, pillion pegs are optional through the PowerParts catalogue.\n\nIt's also an excellent progression bike for riders stepping up from a 600cc or A2-class machine who want more power without jumping straight to an intimidating litre bike. The light weight and agility make the 121 hp very approachable.\n\nIf you want a versatile road/touring machine, the standard 890 Duke or even the 990 Duke would serve you better. But if you want the sharpest, most engaging naked in the mid-size segment, the R is hard to beat. Only the Triumph Street Triple RS can credibly challenge it, offering a more powerful triple-cylinder engine but in a slightly heavier package.\n\n## The bottom line\n\nThe KTM 890 Duke R 2024 remains one of the most rewarding machines in its class. It makes no effort to hide its sporting nature, and that's precisely what makes it so addictive. Provided you're willing to invest in the Tech Pack to fully unlock the electronics, you get a roadster capable of embarrassing much bigger and more expensive machines through the corners. The Super Scalpel still cuts deep.","- Benchmark chassis and suspension in the segment, equally capable on road and track\n- LC8c twin full of character, with usable torque from the mid-range onwards\n- Brembo Stylema brakes borrowed from the 1290 Super Duke R: outstanding feel and power\n- Exceptional lightness (166 kg dry) delivering a formidable power-to-weight ratio\n- Comprehensive electronics with 6-axis IMU and Cornering ABS\n- Michelin Power Cup II tyres performing well on both road and track\n- Lightweight signature orange R alloy wheels reducing unsprung mass","- Tech Pack (quickshifter, Track mode, MSR, launch control) as a paid option despite the premium price\n- Limited comfort: tall and firm seat, zero wind protection, no pillion seat as standard\n- Modest range (~250-280 km in sporty use) with the 14-litre tank\n- KTM reliability still not bulletproof based on community feedback (camshaft cover gaskets, thermostat, warped discs reported)\n- Gearbox a step behind Japanese competition in shift quality\n- Cruise control as a separate option (not included in Tech Pack)","KTM 890 Duke R 2024: Specs, Review & Price","KTM 890 Duke R 2024: 121 hp, 166 kg dry, Brembo Stylema. Full specs, press reviews, FAQ & pricing from EUR 12,999.",[67,70,73,76,79,82,85,88],{"q":68,"a":69},"Is the KTM 890 Duke R eligible for the A2 licence?","No. At 121 hp (89 kW), the 890 Duke R exceeds the 70 kW threshold and cannot be restricted for the A2 licence. You need a full A licence. If you're looking for an A2-eligible Duke, consider the 790 Duke (95 hp, restrictable to 47.5 hp).",{"q":71,"a":72},"What is the KTM Tech Pack and is it worth buying?","The Tech Pack bundles the bidirectional quickshifter, Track mode, Motor Slip Regulation (MSR), and launch control. If you plan to ride on track or simply want the quickshifter for daily use, it's considered almost essential. Most reviewers call it a must-have purchase.",{"q":74,"a":75},"What's the difference between the 890 Duke and the 890 Duke R?","The R adds 6 hp (121 vs 115 hp), fully adjustable WP APEX suspension (non-adjustable on standard), Brembo Stylema brakes (vs KTM-branded), sporty Michelin Power Cup II tyres, lighter alloy wheels, and a more aggressive riding position with a seat 14 mm higher.",{"q":77,"a":78},"Is the 890 Duke R suitable for track days?","Absolutely. It's one of its strongest selling points. Adjustable suspension, superbike-grade brakes, semi-sport tyres from the factory, and Cornering ABS with Supermoto mode make it an excellent track day weapon without major modifications. Just invest in the Tech Pack for Track mode.",{"q":80,"a":81},"Should I worry about KTM reliability?","The 890 has fixed several issues from the 790, but some minor niggles persist (thermostat, camshaft cover gaskets). Regular maintenance and a good dealer make the difference. The community is generally satisfied with the mechanicals; it's the small details and finishing that get debated.",{"q":83,"a":84},"What is the 890 Duke R's main competitor?","The Triumph Street Triple RS is the most commonly cited direct rival. It offers 130 hp from a more melodious triple and arguably better build quality, but weighs more. The Yamaha MT-09 SP is also in the mix — cheaper but with a less refined chassis.",{"q":86,"a":87},"What's the real-world fuel consumption of the 890 Duke R?","In mixed road/city use, expect around 5 to 5.5 L/100 km. Spirited backroad riding can push that to 6 L/100 km. On track, owners report up to 7-7.5 L/100 km. Gentle riding can see figures below 4 L/100 km.",{"q":89,"a":90},"Does the KTM 990 Duke make the 890 Duke R obsolete?","Not really. The 990 Duke is more comfortable and versatile with 123 hp, but it lacks the premium suspension, Brembo Stylema brakes, and ultra-sporty focus of the R. For an all-rounder roadster, take the 990. For the ultimate sporty toy in the segment, the 890 R remains the benchmark.","The KTM 890 Duke R is the \"Super Scalpel\": a mid-size naked designed to carve corners with surgical precision. Packing 121 hp into just 166 kg dry, with Brembo Stylema brakes and fully adjustable WP suspension, it targets riders who want a sport toy equally at home on backroads and track days. It's the bike that turns any twisty road into a playground.","## What does the international press say?\n\nThe motorcycle press is near-unanimous on the 890 Duke R: it has one of the best chassis money can buy in this price range. MCN, Britain's leading motorcycle publication, compares the cornering experience to that of a top-level race bike. Their tester Michael Neeves, a former Ron Haslam Race School instructor, emphasises that the WP APEX suspension works as well on bumpy Yorkshire backroads as it does on a smooth circuit. This dual road/track ability is the thread running through virtually every review.\n\nBennetts BikeSocial, another authoritative UK voice, positions the 890 Duke R as a direct competitor to the Triumph Street Triple RS at similar money. Their verdict: the KTM wins on chassis dynamics and cornering feel, while the Triumph retains an edge in outright power and perceived build quality. The Austrian twin engine is described as linear and efficient, almost Honda-like — which is very much a compliment in this context.\n\nFrom the American side, Rider Magazine is effusive about the engine-chassis-brakes package. Their dyno test recorded 111 hp at the rear wheel at 9,500 rpm and 67 lb-ft at 7,000 rpm — figures consistent with manufacturer claims after transmission losses. Motorcycle.com particularly praises the quality of the fuel injection mapping: mid-corner throttle adjustments produce no lurches or hesitation, a critical point for sporty riding. Cycle News echoes these sentiments, adding that the Brembo braking setup is identical to the flagship 1290 Super Duke R — a remarkable spec for a mid-size naked.\n\n### Points of consensus\n\nExceptional chassis and suspension for the money. A characterful engine with usable torque everywhere. Brembo Stylema brakes that set the benchmark across the middleweight segment. Lightweight construction that fundamentally transforms the sporty riding experience. Michelin Power Cup II tyres that work equally well on dry road and track.\n\n### Recurring criticisms\n\nThe cost of the Tech Pack (quickshifter, Track mode, MSR) comes up in almost every review: these features are standard on the cheaper 790 Duke, making KTM's pricing strategy commercially inconsistent. Brand reliability still raises questions, though feedback on the 890 engine block appears more positive than the 790's track record. The gearbox, while improved over the 790 with a shortened shift throw, still falls short of Japanese smoothness according to several testers. Finally, the limited range from the 14-litre tank and the complete absence of wind protection are cited as the concessions you accept in exchange for this exceptional chassis.","## What's the riding position like?\n\nThe riding position is clearly sport-oriented. The tapered aluminium handlebars sit low and forward, the footpegs are raised compared to the standard 890 Duke. The result is a committed position that loads weight onto the front end, ideal for attacking corners with confidence.\n\nThe seat sits at 834 mm, 14 mm higher than the standard Duke. That's deliberate: the extra height provides more cornering clearance. Riders under 170 cm will struggle to flat-foot. KTM offers a lowering kit as an accessory.\n\nThe single-piece seat is firm, designed for support during spirited riding rather than long-distance comfort. On a 200 km run through twisty backroads, it works well enough. On the motorway, the lack of screen and the forward lean will quickly remind you this isn't a GT.\n\nThe handlebars offer three rotational positions and four fine-tuning settings on the triple clamp, allowing you to tailor the ergonomics to your build. That's a genuine plus on a bike at this level.","## Is the 890 Duke R reliable and expensive to maintain?\n\nThe LC8c twin requires an oil change every 15,000 km or once a year, and valve clearance checks every 30,000 km. These are reasonable intervals for such a high-performance engine. The 520 X-Ring chain needs checking every 1,000 km and regular lubrication.\n\nOn the reliability front, the 890 has addressed several issues from the 790, but the community still reports some recurring niggles: thermostat housing leaks (minor drips when cold), premature brake disc wear, and weeping camshaft cover gaskets. Nothing catastrophic, but the KTM dealer network doesn't have the density or pricing of Japanese brands.\n\nA dealer oil change runs approximately 250-400 EUR depending on location. The Michelin Power Cup II tyres aren't cheap (~250 EUR per set) and wear relatively quickly in sporty use. Brembo brake pads also cost more than the segment average.\n\nOn the positive side, the manufacturer warranty is 2 years with unlimited mileage in Europe. Some markets (North America) only offer one year on R models, so check with your dealer.","121 hp (89 kW) @ 9,250 rpm","99 Nm (73 lb-ft) @ 7,750 rpm","166 kg (dry) / ~183 kg (wet, estimated)","4.7 L/100 km (WMTC cycle)","Oil change: 15,000 km / 1 year — Valve check: 30,000 km","Parallel twin, 4-stroke","6-speed, chain drive","4.5-6.0 L/100 km (real-world, mixed road/track use)","235-310 km (estimated, 14 L tank / ~4.5-6.0 L/100 km consumption)",{"alimentation":105,"distribution":106,"demarreur":107},"Dell'Orto fuel injection, ride-by-wire, dual 46 mm throttle bodies","DOHC, 4 valves per cylinder (37 mm intake, 30 mm exhaust)","Electric",{"type_cadre":109,"fourche":110,"amortisseur":111,"frein_avant":112,"frein_arriere":113,"abs":114},"Tubular chrome-moly steel trellis, engine as stressed member","WP APEX 43 mm USD, adjustable compression and rebound, 140 mm travel","WP APEX monoshock, adjustable preload, high/low speed compression and rebound, 150 mm travel","Dual 320 mm floating discs, Brembo Stylema radial 4-piston calipers, Brembo MCS radial master cylinder","240 mm disc, Brembo single-piston floating caliper","Bosch 9.1 MP Cornering ABS 2-channel + Supermoto mode (rear ABS disable)",{"position_conduite":116,"confort_passager":117,"protection_vent":118},"Sporty and committed, flat and forward handlebars, raised footpegs","Limited","None (fully naked, no screen fitted)",{"modes_conduite":120,"quickshifter":124,"ecran":125,"connectivite":126,"cruise_control_note":127,"autres":128},[121,122,123],"Rain","Street","Sport","Bidirectional (optional, included in Tech Pack)","4.3-inch colour TFT","KTM MY RIDE (Bluetooth, music, calls, basic navigation)","Available as an option (PowerParts)",[129,130,131,132,133,134,135],"6-axis Bosch IMU","Cornering ABS","Supermoto ABS mode","Engine Brake Control (optional, Tech Pack)","Launch Control (optional, Tech Pack)","Motor Slip Regulation (optional, Tech Pack)","Track mode (optional, Tech Pack)",{"chaine_km":137,"cout_revision_moyen":138,"garantie_km":139},"Check every 1,000 km, 520 X-Ring chain","Estimated 250-400 EUR (dealer oil change)","Unlimited",[141,142],"Orange","Black",[144],{"date":145,"reference":146,"description":147,"url":148},"2020-08","KTM TB2013","Incorrect engine oil filled at factory on certain 890 Duke R MY2020 units. Oil and filter change required.","https://www.ktm.com/en-us/service/Safety.html",[150,156,162,168,174],{"marque":151,"modele":152,"annee":36,"prix_neuf":153,"puissance":154,"poids":155,"slug":8},"Triumph","Street Triple RS",12850,"130 hp","189 kg (wet)",{"marque":157,"modele":158,"annee":36,"prix_neuf":159,"puissance":160,"poids":161,"slug":8},"Yamaha","MT-09 SP",11099,"119 hp","193 kg (wet)",{"marque":163,"modele":164,"annee":36,"prix_neuf":165,"puissance":166,"poids":167,"slug":8},"Ducati","Monster SP",14590,"111 hp","188 kg (wet)",{"marque":169,"modele":170,"annee":36,"prix_neuf":171,"puissance":172,"poids":173,"slug":8},"Kawasaki","Z900 SE",10999,"125 hp","213 kg (wet)",{"marque":13,"modele":175,"annee":36,"prix_neuf":176,"puissance":177,"poids":178,"slug":8},"990 Duke",14949,"123 hp","179 kg (dry)",{"sources_notes":180},[181,186,191,195,200],{"source":182,"note":8,"note_max":8,"date":183,"url":184,"verdict":185},"MCN (Motorcycle News)","2023-02","https://www.motorcyclenews.com/bike-reviews/ktm/890-duke-r/2020/","One of the finest-handling road bikes money can buy, but pricey once you factor in the necessary options.",{"source":187,"note":8,"note_max":8,"date":188,"url":189,"verdict":190},"Bennetts BikeSocial","2020-10","https://www.bennetts.co.uk/bikesocial/reviews/bikes/ktm/ktm-890-duke-r-2020-review-price-spec","A true R model with a stellar engine and dream chassis, let down only by paid electronic aids that should be standard.",{"source":192,"note":8,"note_max":8,"date":188,"url":193,"verdict":194},"Rider Magazine","https://ridermagazine.com/2020/10/02/2020-ktm-890-duke-r-road-test-review/","New orange standard in the middleweight class: stellar engine, brilliant handling, awesome brakes, only the cost of options is regrettable.",{"source":196,"note":8,"note_max":8,"date":197,"url":198,"verdict":199},"Motorcycle.com","2020-09","https://www.motorcycle.com/manufacturer/ktm/2020-ktm-890-duke-r-first-ride-review.html","The Super Scalpel delivers: more powerful, more precise and better-braked than the 790, a genuine joy through canyons.",{"source":201,"note":8,"note_max":8,"date":202,"url":203,"verdict":204},"Cycle News","2020-05","https://www.cyclenews.com/2020/05/article/2020-ktm-890-duke-r-review-2/","An exceptional chassis backed by premium components and a playful engine, but the absence of quickshifter and Track mode as standard is frustrating.",{"id":206,"width":207,"height":208},"ae726e61-2f45-4c5d-a087-da5dfe20bea6",1536,1024,[210,13,151,157],"Aprilia"]