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• Two-cylinder as the perfect curve artist
• Video with sound check
• All electronic helpers work perfectly
• The twin wants to be driven
• The 790 drives bold and uncomplicated
• Technical data KTM 790 Duke
• Video from EICMA 2017

KTM

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KTM

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KTM builds its first two-cylinder in-line engine and puts it into the completely newly developed 790 Duke. The aim: to produce the best mid-range naked bike in the world.

KTM

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The 799 cubic centimeter in-line twin with a 75 degree crankshaft offset hangs sportily on the ride-by-wire throttle.

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The (disengageable) Quick-Shifter changes the six gear steps cheerfully and reliably in all speed ranges, but the gear lever demands a clear impulse from the driver.

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From around 2,000 revs, the twin picks up the gas cleanly and pushes forward somewhat shyly up to around 5,000 revs.

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But if you want to let the scraps fly, you will be happy about the powerful thrust that kicks in from now on – and doesn’t want to die down to the limiter at 9,500 tours.

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The KTM can be cheekily pushed around tight bends, and you can give it a corrected line later.

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Only with nasty faults does a little unrest come into the chassis. The 790 always reacts good-naturedly and is therefore controllable.

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The bottom line is that the KTM 790 is the perfect cornering artist.

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KTM 790 Duke at EICMA 2018.

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KTM 790 Duke at EICMA 2018.

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KTM 790 Duke at EICMA 2018.

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KTM 790 Duke at EICMA 2018.

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KTM 790 Duke at EICMA 2018.

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KTM 790 Duke at EICMA 2018.

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KTM 790 Duke at EICMA 2017.

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KTM booth at EICMA 2017 during the press conference.

Driving report KTM 790 Duke (2018)

Two-cylinder as the perfect curve artist

KTM builds its first two-cylinder in-line engine and puts it into the completely newly developed 790 Duke. The aim: to produce the best mid-range naked bike in the world. Reality: Difficult to put into words, as the first driving report shows.

"scalpel" and "ultimate road weapon": KTM has always been aggressive in describing its products, and for them KTM 790 Duke, the Austrians naturally stay true to their line. The first in-line twin, the brand, battle name "LC8c", is 799 cm³ and develops 105 hp at 9,000 rpm. Its maximum torque is 86 Nm at 8,000 rpm.

With a crank pin offset of 75 degrees, the KTM twin operates active sound engineering; the engine sounds clearly like the big V2.

Video with sound check

All electronic helpers work perfectly

In the KTM 790 Duke, the key data mentioned apply to a motorcycle weighing just 169 kilograms (dry weight), which probably more than justifies the martial KTM vocabulary. The steel frame integrates the engine as a supporting element, the rear frame is made of light metal and is bolted to the main frame, which KTM promises maximum precise handling for itself and its fans.

An upside-down fork from WP with an inner tube diameter of 43 mm and 140 mm travel guides the front wheel. The directly articulated and progressively wound spring strut with gas pressure support also comes from WP; The KTM 790 Duke even offers 150 mm of travel on the rear wheel. It stands on tires in the standard dimensions 120/70 ZR 17 and 180/55 ZR 17, Maxxis Supermaxx ST tires are fitted as original equipment.

For all its purism, the KTM 790 Duke has a well-stocked selection of electronic driving aids and safety systems: cornering ABS with supermoto mode, traction control, drag torque control, quickshifter and launch control as well as selectable driving modes and a TFT display to control this electronics manage and present comprehensive information to the driver.

The twin wants to be driven

Swing your leg casually over the bench at a height of 825 millimeters. The slipper clutch is pleasantly easy to use, the levers can be adjusted to the individual reach. A push of the button, the engine cranks up promptly and blows the exhaust gases out of the conically shaped rear silencer with a pithy blow. And let’s go.

KTM

Only at 9,500 rpm. is the end of funny.

The clutch engages first gear precisely, and the in-line twin hangs sportily on the ride-by-wire throttle. He doesn’t really like constant travel, he sometimes jerks something in city traffic and obviously prefers to be let off the leash. The ergonomics fit perfectly, everything is in place. You sit front-facing and active on the Duke.

The (disengageable) Quick-Shifter changes the six gear steps cheerfully and reliably in all speed ranges, but the gear lever demands a clear impulse from the driver. A short straight in between burns the performance characteristics of the naked bike straight into the brain: From around 2,000 tours, the twin picks up the gas cleanly and pushes forward a little shyly up to around 5,000 revolutions. But if you want to let the scraps fly, you will be happy about the powerful thrust that kicks in from now on – and doesn’t want to die down to the limiter at 9,500 tours. It quickly becomes clear why the electronics are not a nice gimmick, but a guarantee for a lot of traction.

The 790 drives bold and uncomplicated

It is also reassuring how the radially mounted four-piston fixed brake calipers can be adjusted at the front and, if necessary, bite into the 300 mm discs. Click, click – just before the curve, stepped down two gears, the Duke greedily steers into the curve via the front wheel, showing no trace of nervousness. The WP telescopic fork and the WP shock absorber deliver a very balanced performance in all respects. Only with nasty faults does some unrest come into the chassis. The 790 always reacts good-naturedly and is therefore controllable.

KTM

Almost perfect curve artist.

The KTM can be cheekily pushed around tight bends, and you can give it a corrected line later. It parries all the driver’s wishes precisely and with impressive handiness.

Yes, are you really dealing with a pure, perfect curve artist including an assistant armada at a rate of 9,790 euros plus additional costs? It seems so. Because there is only criticism for the surface finish on some components, the rumble in push mode and the vibrations from 6,000 tours. Otherwise you will be amazed at the KTM 790 Duke.

Technical data KTM 790 Duke

Drive: Two-cylinder in-line engine, 799 cm³, bore / stroke 88 / 65.7 mm, two overhead camshafts, four valves per cylinder, 77 kW (105 PS) at 9,000 / min, 86 Nm at 8,000 / min, compression 12.7: 1 , mechanically operated slipper clutch, six-speed gearbox, chain

Landing gear: Steel bridge frame with bolted rear frame made of light metal, upside-down fork at the front, directly hinged central spring strut at the rear, spring travel front / rear 140/150 mm,

Wheels and brakes: Front tires 120/70 ZR 17 on 3.50 x 17 cast wheel, rear tires 180/55 ZR 17 on 5.50 x 17 cast wheel, 300 mm double disc brake with four-piston fixed calipers at the front, 240 mm disc brake with two-piston -Fixed saddle at the rear, corner ABS that can be switched off

Measurements and weight: Wheelbase 1475 mm, steering head angle 66 °, caster 98 mm, seat height 825 mm, tank capacity approx. 14 liters, dry weight approx. 169 kg

Video from EICMA 2017

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