KTM 890 Duke R motorcycle test

Menus

• R for Revolution, the circle has come full circle
• Parallel twin of 890 cm3, 121 hp, 99 Nm, 166 kg dry, 11,900 euros
• Discovery
• In the saddle
• Contact
• In the city
• On the highway
• On departmental
• Braking
• Duo
• Convenient
• Consumption
• Revisions
• Replacement frequency:
• The price of wear and tear
• Wear parts (incl.
• Breakage price (incl.
• Video test
• Conclusion

R for Revolution, the circle has come full circle

Parallel twin of 890 cm3, 121 hp, 99 Nm, 166 kg dry, 11,900 euros

We no longer present the KTM Duke, the emblematic roadster of the orange brand, available in all sizes and styles, including trail running with the Adventure model or even the GT. The Duke has evolved well since the 620, passing through the 125, 390, 640, 690, 790, 990, 1290 and almost with surprise the 890. Why surprise? Well, because after the Duke 790, we expected a Duke 790 R, especially since KTM had been thinking about it since … 2012! Eight years later, it is indeed an 890 R that arrives in its place, further accentuating the manufacturer’s Ready To race desire with a machine gaining 14 hp and 13 Nm of torque for 121 hp and 99 Nm of torque while the weight drops. for a better performance / weight ratio! 3 kilos less, that does not change the face of the world, but with the difference in displacement, yes. Suddenly, if the 790 also existed in version A2, the 890 R is now exclusive and in all gears, if only in look, without passenger seat or original footrest. We know it from the start, it’s a machine for solitary pleasure.

The aggressive and sporty design of the roadster

Discovery

Put a Duke 790 next to an 890 and it’s the seven differences game. Even for a regular, the two models seem identical, except on the 890 the color white with the orange frame.

The KTM 890 Duke R in white and the 790 in orange

The models are already very similar in terms of sculpted line and look, but they really look like twin sisters. The R is the solution because it marks a superior equipment with WP suspensions, an inverted WP Apex fork, all adjustable in preload and strain and Brembo Stylema braking with 320 mm four-piston discs and a Bosh 9.1 ABS with function curved.

Brembo stylema brakes and Bosh 9.1 ABS with curve function

And the whole thing is only 166 kilos dry and 184 kilos full made, enough to give sensations reinforced by the almost featherweight on the segment … despite a chrome-molybdenum steel frame but with the carrier engine. Original road in Michelin Power Cup2, we had the opportunity to test it in Pirelli Rosso Corsa II.

Underneath is the 890cc twin, from the 790, increased by 91cc, thanks to increased bore and stroke values. As a reminder, the 790 A2 is not just an unbridled version, but there are two versions, with the 790 full of 105 hp and the unbridled A2 version of 95 hp..

890cc Twin parallel engine

In the saddle

It was not visually visible, but the saddle of the 890 R is high, even very high at 834 mm against 825 mm for the 790. And for the 1.70 rider like me, the difference is very noticeable between the two. stationary models, where both feet are no longer touching the ground suddenly, especially because of a relatively wide saddle and a tank that could be thinner at the crotch.

The saddle is 834mm high

In fact, it almost feels like a trail in terms of saddle height, except that the position tilts forward, a phenomenon accentuated by footrests higher and further back than the 790. The whole results in a specific marked position reinforcing the weight on the front, with a good grip of the handlebars, wide, with three angular adjustments and a fork t adjustable in 4 positions to adapt as much as possible to the rider..

The position is adjustable on the roadster

This was not visible on the outside, but it contributes to the exclusivity of the 890 R compared to the 790. Even the position of the footrests can be changed to remove that specific position. In the end, we have a typical position, but not too much, which allows the tank to be tightened well, even if we would have liked a saddle a little less wide and a thinner tank. In the meantime, the tone is set. Under the eyes we find a TFT dashboard that adapts to the ambient light with all the information, controllable from the left stalk, with lots of menus and submenus, in particular to choose from the 4 driving modes.

The TFT screen is perfectly readable and easy to use

Contact

The 890 R snorts in a deep and rewarding sound. First, second … the gearbox is particularly smooth and precise, largely aided by the shifter, up and down please.

The optional Akrapovic pot

In the city

It’s a Duke and a roadster! In other words, it sneaks around with ease, with an excellent lever arm, making it even easier to maneuver at low speed.

U-turns are easy

This makes it easy to turn around in town and only the height of the saddle can interfere with the courts on legs. Retro’s offer excellent retro vision, especially since they are very easy to adjust, including while riding. The twin is then particularly flexible, able to wind without knocking on the sixth and last report in town under 2,000 rpm or to be explosive on the first reports and all without sudden injection or transmission. including on the gas net. But you don’t have to climb the towers to use or even operate it. On the other hand, you can quickly feel the heat from the engine when traffic jams form in the city, enough to make you want to take off at other speeds..

The roadster is agile in the city

On the highway

The 890 entered the motorway, purring at 5,000 rpm on the last report to the legal motorway. The shape of the headlight helps deflect most of the air pressure without causing any discomfort to the helmet. And whatever the speed, the times are dynamite, to double everything that rolls and even more on the German autobahn. If the 890 R is not made to carry luggage (especially because of the high exhaust), it can be fitted with a large saddle bag without it causing any sagging. The large curves are then swallowed without thinking at a very sustained pace … especially at 200 km / h, we are still only at 7,500 rpm, with still nearly 3,000 rpm before the red zone! Explosive we told you !

On departmental

When the first virolos arrive, we only think about throwing open the gas, so the Duke is constantly whispering in the ear, go ahead, open my big one, you will see what you will see.

In bends, we only think of opening the throttle !

Some motorcycles require a few kilometers to feel the mounting of tires heat up and confirm the feeling. With the Pirelli, you don’t even think about what becomes a detail because the grip is felt all the time, giving you blind confidence in the machine and its tires. We open up, that’s it, and the Duke complies with its pilot’s wishes. We then discover a new face, that of precision. Because in town and on the highway, the 890 behaves ideally. But on small roads, we become aware of the perfection of its cycle part … even when the asphalt deteriorates. Yes, you can then noticeably jump in the saddle, even have the impression that the tire is taking off in places, but the bike seems to be guided to the millimeter on its path, without any parasitic movement. There are easy motorcycles, which can be taken without being afraid. Here, it goes beyond ease with the immense pleasure of feeling another dimension of much more precise feeling. To this is added an impressive reactivity, but never destabilizing. A pressure on the toe clips, a push on the handlebars, a slight sway and the bike reacts each time as desired by fitting perfectly into its trajectory … it seems as if connected to the brain, giving more the impression of being intuitive. The rain mode restricts the bike to 100 horsepower, with smoother acceleration. Sport mode is even more responsive than Street mode. But on an open road, I find that the Street world is really the most suitable and the most pleasant, able to cross in the legal village without noise and to attack on exit on secondary roads with a quarter of a handle..

Braking

Violent, both from the rear and from the front. You learn to measure it after a few kilometers, to appreciate the excellent feeling, the bite, the power at two fingers, a very unintrusive ABS. But beware of the car that gives you priority to the right and the emergency braking is so intense, it looks like we are going to put one on. The difference is major between the 790 and the 890 at this level too. There should even be a sign "beware of bad braking"..

The KTM 890 Duke R makes you want to drive !

Duo

The saddle is wide and flat and feels as uncomfortable as possible. And yet, we did several days of driving, in stages of 300 km without any problem. It must be said that the 890 encourages movement in the saddle to enter turns at a sustained pace, but ultimately the comfort is there. If the suspensions are rather firm and make jump slightly on the saddle when the asphalt deteriorates, it is very far from a piece of wood, especially since we appreciate the handling and heading at all times. . On the passenger side, sorry, the machine is delivered without a passenger seat and therefore without a handle or footrest. It is possible to have it mounted with a passenger seat and footrest when purchasing, but that is not its philosophy. If we refer to the 790, then it will be for a folding seat close to that of a sports car.

Convenient

We manage to put a disk unit or even a small lock under the saddle and that’s it. There is no room for the passenger and even less for the luggage. But the seat cowl is at least flat and allows a saddle bag to be stowed, although there are no original pins to go and grab a tensioner afterwards. We get by with straps.

No passenger seat if not requested when ordering !

Consumption

A steady pace, a limited 14-liter tank and you think you’ll be spending your time getting from one gas station to another. But it actually goes on reserve at around 240 kilometers, with a remaining range announced by the on-board computer of 40 km, thus allowing almost 300 km of range depending on the drive. We even made a comparison of full speed ballad with the 790, to arrive at almost the same consumption of around 4 liters per hundred! And I am not talking about the 3.9 l / 100 of the on-board computer, but the 4.5 liters of consumption observed at the pump, which remains a bird’s appetite. You really have to start avoining to get the five-liter bar down to a hundred.

The KTM 890 Duke R in its playground

Revisions

After the first 1,000 km overhaul, overhauls take place every 15,000 km. Below are the prices including tax.

• Oil filter: € 11.88
• Air filter: € 27.00
• 1 Candle: € 24.48
• Quantity of oil with filter: 2.8 liters

Replacement frequency:

• Engine oil: 1st overhaul. 1000km then every 15000km or every year
• Oil filter: 1st overhaul. 1000km then every 15000km or every year
• Spark plugs: Every 30000km
• Distribution: No advance notice. Condition to be checked at each valve clearance
• Valve clearance check: Every 30000km
• Fork oil: Every 15000km
• Brake fluid: Every 24 months
• Coolant: Every 48 months

The price of wear and tear

Wear parts (incl.

• Game plaq. front brake: € 66.00
• Game plaq. rear brake: € 40.80
• Chain kit: 159.84 €
• Clutch (all discs and springs): 223.20 (discs) + 8.64 x3 (springs) €

Breakage price (incl.

• Front brake lever: € 86.40
• Clutch lever: € 60.48
• Rearview mirror: € 73.92
• Exhaust: silencer € 336.00
• Reservoir: € 1,085.40

Video test

Conclusion

90 cm3 is what separates the 790 and the 890 R. But if they are two machines of the same lineage, the two models have nothing to do with it, so the 790 is more an A2 + machine (without any pejorative side in this reflection, so many things can be done with it) but the 890 brings into another world, that of performance and above all of precision which makes it easier to understand or even almost justify the 2,000 euros more compared to the 790. But the price is ultimately at the same level as the competition whether we are talking about a Street Triple RS or a Monster 821 and there is hardly an MT09 SP which will be cheaper … without reaching that of a 1290 for above all an almost possible daily use, which is not so much the case with a 1290. In short, it seems to me the best compromise, performance, price, pleasure on the hairy roadster market.

Strong points

• motor
• Maneuverability
• Braking

Weak points

• duo

Datasheet

Test conditions

• Itinerary: 1000 km in Auvergne on small varied roads + motorways with a little town

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