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KTM 790 Duke in the long-term test

Final balance after 50,000 km with the naked bike

On the one hand driving pleasure, on the other hand the one or the other construction site: The interim results of the KTM 790 Duke not only left us ecstatic. Did it stay that way after 50,000 kilometers? The end of the long-term test highlights the details.

In the KTM 790 Duke there is still the hope that in addition to the previous minor and major defects, no further defects may appear. Why: Because the mid-size sharpening iron from Mattighofen was and is a pure revelation for motorcyclists with built-in curvature. Anyone who got used to the slightly jittery and nervous character of the little duke dismounted with a big smile after every boom on the road. Not everyone liked this extremely agile being, but once you grabbed it, you could experience great moments of driving pleasure in the saddle of the KTM. However, and thus the link to the interim results already mentioned, thesis highlights were also peppered with negative moments, because the KTM 7th90 Duke had to go to the workshop one or the other time, there was more screwed on her than the actual inspections required. Thermostat, shock absorber, timing chain tensioner, switch unit on the left: the list is quite extensive. Did these shadows grow longer by the end of the endurance test or did the bright sunshine predominate??

KTM 790 Duke in the long-term test

Final balance after 50,000 kilometers

Endurance tester with two engine updates

As before, the KTM 790 Duke does not answer this very clearly. For example, after the interim assessment, the coolant hose and thermostat were replaced again as part of an inspection, also because, in contrast to the first replacement, the KTM attracted attention this time with slight incontinence. What was it? KTM has given the newly developed Duke engine two updates in this area. One change affects the connection flange. Its design changed from oval to round. In addition, KTM improved the seal of the thermostat, which is permanently connected to it and is not available separately.

If these two improvements are built in, the KTM 790 Duke remains free from loss of coolant. However, the new flange must be fastened with shorter screws. The screws for the oval flange are longer. With them, the flange also sits on the motor housing, but not firmly enough. The result: loss of coolant. This is impossible with correct assembly.

Loss of oil and defective clutch switch

The updates in the area of ​​cooling water connections are not the only ones that KTM has now developed. Even if the next two anomalies did not affect the long-term tester, they occurred on numerous bikes owned by customers, as the readers’ letters make clear. One of these concerns the engine output from the gearbox to the chain sprocket. This is where the KTM 790 Duke often loses oil. In order to keep this permanently in the engine, KTM has designed an exchange kit consisting of a pinion seal, O-ring and a new sleeve. With the installation of the kit the problem is eliminated. However, it is important not to confuse chain grease thrown off in this area with an oil leak in the engine. This risk does not exist with the valve cover gasket. At this point, too, according to the readers’ letters, the KTM sometimes squeezes oil out of the drive, while the long-term tester was not affected. KTM is countering this leakage with a new sealing kit.

And so back to the long-term tester: Once again, this was unscheduled in the workshop until the end of the long-term test because the engine automatically double-declutched despite the gear change. In addition, the KTM only started in idle. The clutch switch turned out to be a culprit. After it was replaced, the switchability and starting behavior no longer gave cause for criticism. Until the end of the endurance test, the KTM 790 Duke then performed according to regulations and crossed the 50,000 km finish line without any further incidents. Her colleague Correra even kidnapped her on the autumn ride to the KTM Motohall, and thus back home to Mattighofen. In addition, it was also involved as a test bike in a comparison of the MOTORRAD sister paper PS, but the rest of the long-term test distance consisted almost without exception of boring trips to work. Until the 50,000 mark finally came into view. On the test bench, the 790 Duke had to once again show what it was made of. And that was a lot. Compared with the input measurement at the beginning of the endurance test, there is practically no loss of performance. A good omen for the engine disassembly?

Real flaws cannot be seen

Workshop manager Gerry Wagner is definitely thrilled after the first unscrewed screws of the in-line two-cylinder. The drive is designed in such a practical way that the screwdriver’s heart beats faster. It stays that way even after he has examined the first parts from inside. The test distance can be seen in the engine, but no real defects can be identified. They are now being tracked down with the finest measuring tools. But even here the KTM 790 Duke almost only reveals good values. So just get new seals and put the engine back together again? No, because at least two components are clearly above the wear limits specified by KTM. Of course, that doesn’t mean that the engine is defective. The parts, piston pins, and pistons themselves would probably be good for many thousands of kilometers. But since the engine is dismantled, they would be exchanged. The piston pins have exceeded their wear dimension by 5/100 millimeters, whereby the installation tolerance itself is only 5/100 millimeters. On the other hand, it looks clearer with the inside diameter of the piston pin boss. With one piston, this is at the boundary between operating tolerance and wear limit, with the other it is clearly in the wear area. You can feel the play between the pin and the connecting rod eye with your fingers. According to KTM, one reason for this could be the different installation tolerances between the bolt and the eye that were already in place when the engine was installed. However, the increased play has not yet had any direct influence on the function; tea endurance test engine ran until the end without any extraneous noises. Replacing the parts therefore only makes sense if the engine has been dismantled, as in the case of the endurance test motorcycle.

The matter looks a bit more ambiguous with the valve guides. On the inlet and outlet side, these are all in the green area, only the guidance of an outlet valve does not match the specified tolerances. With all guides it is the case that the valves have widened them slightly during operation, only with this one inlet valve the diameter of the valve guide is below the smallest dimension for installation in places, so the guide is actually too narrow. A phenomenon for which KTM could not find an explanation at the final discussion in the MOTORRAD editorial team. The complete cylinder head was therefore sent directly to Mattighofen to get to the bottom of this unusual measurement.

The 790 costs 15.7 cents per kilometer

What can already be said, however: The KTM 790 Duke is not only fun on the country road, it also has a pleasant relationship between fun and costs. For example, over 50,000 km, 1,061.90 euros were due for the working time for inspections and repairs. That is less than a G 310 R from BMW, which devours 1,120.87 euros over the same distance. With the costs per kilometer (without loss of value) this is put into perspective because the KTM leaves much more adhesive rubber on the road. At 15.7 cents per kilometer, the expenses are exactly the same as those caused by a Yamaha MT-09.

The KTM 790 Duke is also price-sensitive when it comes to fuel consumption. For the interim result, it was 4.88 liters per 100 kilometers. Now, after 50,000 kilometers, it has settled a little lower, at exactly 4.8 liters. This is not a top value for all the city traffic and one or the other lap in which the engine was allowed to really develop its potential, but it is quite appropriate.

The complete endurance test final balance of the KTM 790 Duke includes measured values, defects in the test, compression, wear, reader experiences, calculations and an overview of costs and maintenance as well as the statement from KTM and the one point in the MOTORRAD endurance test ranking. Read up in tire recommendations for the KTM 790 Duke

mps photo studio

Original tires for the KTM 790 Duke: Maxxis Supermaxx ST.

Maxxis Supermaxx ST (original tires): The Maxxis roll fairly neutrally through curves, but do not come close to the Contis in terms of handiness. In addition, they require counter pressure on the handlebars when cornering, otherwise they will stand up again from the lean position. The Maxxis rolls over patches quite rough and with little self-damping, and it has a noticeable righting moment when braking in an inclined position. Good top speed stability.

Bridgestone S22: Really handy, the KTM 790 Duke wipes around the corner with the S22 – without getting nervous. However, the Bridgestones have very little self-damping, they clearly stand for sport and less for comfort. To do this, the Duke with the S22 cuts into the corner with ultra-precision and shows the best steering behavior in corners. However, the highest kickback tendency is also found on bumpy roads. Easily nervous at top speed. Nevertheless: sports tire tip.

Continental RoadAttack 3: On the KTM 790 Duke, the Contis stand for neutrality. It doesn’t roll overhandedly with them, but very harmoniously and with a good grip through curves. Further highlights of the Contis are the high level of self-damping and the non-existent righting moment when braking in an inclined position. The RoadAttack 3 shows no weakness when it comes to bolts straight ahead. This is a clear tip among touring sports tires.

Dunlop Sportsmart MK3: Dunlop’s new sport skin cannot embarrass the KTM 790 Duke when it comes to liability. Otherwise the MK3 do not move into the foreground. Their self-damping is about the same as the Maxxis, and they show a clear righting moment when braking in an inclined position, and they also make the Duke not particularly handy. But the top speed stability is right, there are no complaints here.

Metzeler Sportec M7 RR: The M7 impresses with its very low pitching moment when braking in an inclined position and with good self-damping for a sports tire. But he can’t get to the Contis. The KTM 790 Duke uses it to circle radii neutrally and safely. Even at top speed, the Duke with the M7 is without nervousness. Only the greedy precision of the Bridgestone is simply missing. Therefore only second place among the athletes’ tires.

Michelin Road 5: With the Michelin, the KTM 790 Duke loses a bit of its bustling character, but gains convincing stability and a lot of self-damping. So it glides very neutrally over bad asphalt. These characteristics give the 790 a really balanced handling. In addition, the top speed stability with the Road 5 is great. Another tip among touring sports tires.

Pirelli Angel GT II: With the Pirellis, the KTM 790 Duke ironing through curves is easier to handle than with the Contis – but it is also noticeably more nervous and wobbly. The front tire is also sensitive to impacts, it lacks self-damping. But if the KTM with the Angel GT II is in the desired lean angle, it rolls through bends neutrally. When the brakes are used, the Pirellis stand up easily, and the Duke commutes at top speed.

Endurance test diary KTM 790 Duke:

Mileage 45,500, 04/2020

Rene correra.

Rene Correra was on the road with the Duke near Eltville on the Rhine.

Test editor Rene Correra was out in the Rheingau with the KTM 790 Duke at the end of April. Before that, the KTM had to go to the workshop to receive the last of the three major services (cost: 585 euros), which, however, dragged on a little because the slightly leaking water pump had to be replaced. "Still a nasty motorcycle that clearly tends towards sport on the spectrum between touring and sport. The engine and chassis are highly agile with a tendency to be nervous, the motorcycle drives well or you quickly notice that it lives for the attack. When it comes to ambitious use, the chassis can move a little. Nevertheless, noticeably comfortable ergonomics thanks to high handlebars and an upright seat. Bombastic series sound, V2 with a slightly throbbing single-cylinder note. On the subject of nervousness: is relatively restless at higher motorway speeds (from approx. 150 km / h), which the revving engine is definitely motivating. The tiny windshield doesn’t exactly promote speed comfort either. Not so good: the heated grips (retrofitting ex works) could heat up a bit more."

Mileage 41,698, 02/2020

MPS photo studio.

After replacing the clutch switch, there have been no further comments in the logbook to date.

The endurance test checkered flag is almost in sight of the KTM 790 Duke. She has now traveled around the world, almost 8,300 kilometers from the finish line. In the last fifth of the way, however, the Austrian had to go to a workshop unplanned. Reason: The clutch switch was defective. The motorcycle could no longer be started with the clutch pulled and a gear engaged. The ECU was thus led to believe that the clutch was not disengaged.

Mileage 36,765 09/2019

Rene Correra

With the long-term test KTM 790 Duke someone is always on the go. Here: Tes editor Rene Correra in the Odenwald at 36,765 kilometers.

Despite very pleasant accessories such as the much more comfortable ergo seat (more luxuriously upholstered and no annoying, hard edge like the original seat) and the heated grips (where the LED that indicates the selected heating level could be a bit brighter), the KTM 790 Duke is still a drifting motorcycle that constantly animates to attack. The gaudy, somewhat rattling, high-speed engine, which runs decently and cultivated in the lower speed range, but only really bites from mid-speed and even more in the upper floor, fits this. But then quite violently including almost single-cylinder acoustic shooting.

The driving mode "Street" is enough, "Sports" is still possible, but makes the throttle response a bit hectic, "Track" works almost digitally and is too intense for everyday life. The striking handiness goes well with this, a blessing especially in the narrower corners of the Odenwald. Nevertheless, the KTM 790 Duke is sufficiently stable in an inclined position, with really heavy pace it only gets a bit restless at the back. The transmission works rustic, the shift assistant sometimes has a noticeably long delay before it changes gear, especially when shifting from fifth to sixth gear. In general, it requires clear switching impulses. The brakes felt a little bit less bite, but overall a good braking effect. In terms of character, the 790 Duke is simply not a leisurely motorcycle, even if it does well. It always lurks for execution in the right hand.

Mileage: 23,170, 04/2019

The 790 Duke returned to KTM in Mattighofen in April 2019 to renew the Alpine TÜV. The timing chain tensioner was also replaced there. Since then it’s quiet again. The Duke raged over the Swabian Alb over Easter with fleet manager Tobias Wassermann.

Mileage: 18,800, 01/2019

Boss test and "Switch in all weathers" Andi Bildl recently had its premiere at the Gold Wing. He was deeply impressed by the thick ship, although not necessarily positively. Racer genes and travel chairs don’t really go well together.

Stefan luck

AT strut in the literal sense. Because it only bounces, the damping is gone. But there is no oil to be seen.

And a bustling bike like the KTM 790 Duke is definitely better suited for the daily hustle and bustle of the big city. "But for a few days now it has not only been scurrying forward and right and left, but also up and down. Especially in the back. Because from one meter to the other, the rear shock absorb left the damping damping. Since no oil can be seen on the outside, we suspect a mechanical defect inside. But improvement is already approaching. After consulting the importer, the little duke will get a new shock absorber under guarantee. Maybe a new turn signal switch, because the current one likes to freeze in the cold and is otherwise hooked or lets the turn signal run permanently. We are currently trying to motivate him to work reliably with contact spray. If that doesn’t help, he’ll be replaced."

Short test drive brings constant grins

Dina Dervisevic, editor at motorradonline.de, accompanied the MOTORRAD top tester Karsten Schwers on a short test drive. After she didn’t feel at all comfortable on a first tour on the KTM 790 Duke, the second ride conjured up a permanent grin on her face: "Every 20 seconds I have to remind the gas hand that I urgently need my driver’s license, do not want any points and am not particularly keen on paying fines."

Mileage: 15,170, 10/2018

Jorg Kunstle

The clogging of the tank overflow was released using compressed air.

A good 15,000 kilometers in the first six months speak a clear language: The KTM 790 Duke is very popular and is often used for longer tours. Their lively character and playful handling are well received. Like all KTMs, the fast-forward mode is in her blood. At a leisurely pace, it tends to sometimes more, sometimes less pronounced constant travel jolting. Whereby editor Peter Mayer says that exactly this bike was at the Alpine Masters and did not show this bad habit there. Goal maybe there was almost enough forward. The clogging of the tank overflow was released using compressed air. Grand Prix reporter and kilometer eater Imre Paulovits praises the light and asks why KTM didn’t build this motorcycle earlier. He also complains that the tall and quite loud exhaust does not burn the baggage roll if it is only attached lengthways.

After the 15,000 inspection for 332.49 euros, during which the radiator thermostat was replaced under warranty, it is now time to drive.

Mileage 13,925, 09/2018

Dina Dervisevic: A few weeks ago I switched from my MT-07 to the Duke for a short trip. I actually didn’t feel particularly comfortable there: I only get on the ground with one foot, i.e. At the traffic lights I had to move to get into idle because my safe standing and left "Stop leg" is. When I wanted to approach green, I almost stalled the 790 because the grinding point can only be seen over the last few centimeters of the lever travel, which of course requires more strength from fingers and hand. When I wanted to blink, my thumb grabbed nothing, while downshifting my left foot kicked the air. On the KTM Duke 790, it felt like I was sitting more on the front wheel than on the motorcycle. It’s a matter of taste.

Pekarek

KTM Powerparts: On the left the low ergo seat, in the middle the ergo seat at standard height and on the right the high seat cushion. Unfortunately, the difference between series and low is only very small, says Dina, who measures a proud 1.57 meters.

Or maybe just a habit? I haven’t driven my MT-07 for three weeks now. So we went out again with the KTM 790 Duke for a short lap. And lo and behold – I felt right at home for the first few meters and could hardly hold on to myself. The KTM twitches and jerks as if to say: "Go on, accelerate, pull past, right or left – it doesn’t matter! Ignore the 50 km / h in town, sh … the speed camera!" That can also be annoying, probably especially on longer tours with several town crossings and depending on your mood. But it just worked out that day. Everything was fine: the engine, the good road holding, drive like on rails; it is wonderfully agile, but not wobbly. The thumb found the turn signal switch automatically, the exhaust sound was beguiling and at one or the other traffic light also opened the alleys to push through, no thought was wasted about the seat position.

Only the gear lever was still a long way off for shoe size 38. And so was the floor at 1.57 meters tall and 76 centimeters inside leg. Although we had previously attached the low seat from the KTM Powerparts range of accessories. The fact that it doesn’t bring too much is not necessarily due to the upholstery, which is only 20 mm lower, but primarily to the fact that it is not narrower than the standard bench. The outer edges of the low bench are tightly padded so that the way to the floor is not really any smaller, only the seat hollow is slightly deeper.

Mileage: 10,000, 08/2018

PS boss Uwe Seitz: "The KTM 790 Duke has diligently covered kilometers and has now reached the 10,000 mark. In addition, she was allowed to travel through the Hegau to the Upper Rhine near Gailingen on a scorching hot midsummer day.

Uwe Seitz

KTM 790: Fast arches yes, column no.

The Austrian accepted border crossings every minute from Germany to Switzerland and vice versa, even stoically enduring the driver’s cool bath while waiting in the blazing sun, only to demonstrate her good mood again in nimble curves. It’s good that there is no longer any major traffic jam in the area, because the twin does not really like column or zone 30, because at lower speeds it rattles and wriggles. In the fast arcs, the switch to the Dunlop Sportsmart III has once again inspired trust with its nice feedback and the great grip feeling on the warm asphalt – swiftly in and swiftly out, a dream!"

Mileage: 9,960, 8/2018

Dervish

Tashi Dolma-Hinz: "It is light, handy and ergonomically perfect for me (1.72 meters)."

Tashi Dolma Hinz, yr editor at aerokurier, the magazine for international civil aviation, drove the KTM 790 Duke for a MOTORRAD photo production. And this is their feedback: "I usually drive a Ducati Monster M1000 (year of construction 2005) and am used to its characteristic rough V2, so I was surprised how nicely the in-line engine of the KTM 790 Duke is tuned. The handling of the KTM 790 Duke also convinces me: It is light, handy and ergonomically perfect for me (1.72 meters).

The most important parameters such as engine speed, speed, tank level, cooling water temperature and range can be seen at a glance on the display. As soon as you drive in a darker environment, the display switches to night fashion so that it is easier to read. Four different riding modes can be selected using the set button: Sport, Street, Rain and Track. Personally, I prefer the sport mode because I like it when the machine responds directly. The street mode is particularly recommended when the ground is uneven, for example on inner-city cobblestone streets, otherwise the Duke is too nervous and can be strenuous. The menu is designed to be intuitive. All fittings are easily accessible.

The KTM 790 Duke is a real fun mobile and a great all-rounder: Thanks to its low weight and maneuverability, it cuts a fine figure on narrow, winding streets, but also sits well on the road at higher speeds. And why do I stay with the Monster? I like my red monster optically better and it’s a real character bike."

Mileage: 7,055, 7/2018

Baumann

The KTM 790 Duke is great fun in the country, but completely out of place in the city.

At 5,215 kilometers there was a new set of tires for the KTM 790 Duke. Dunlop Roadsmart III were raised. And then she went on a trip with Uli Baumann (editor at motorradonline.de). His notes:

"The KTM 790 Duke is "Ready to race", She lets you feel that with every screw of her construction. Even when idling, she looks nervous like a hyperactive child. Driving is good, but only fast and aggressive. The twin turns like the proverbial sow, is hard on the gas. The automatic gearshift works flawlessly up and down. Anyone who sees motorcycling as a constant race is excellently served.

But: The seat is hard and uncomfortable, the mirrors are a joke, the heel of the right foot is in constant conflict with the exhaust and the handlebar offset does not at all correspond to my sitting posture and height (1.89 meters). Everyday life is not the Duke’s thing. It acknowledges the convoy with jerking (regardless of the speed and gear), moderate through town traffic requires the third or even second gear. In city traffic, the fan blows continuously, even at humane early temperatures. Life is not just a race."

Mileage: 4,600, 6/2018

Most recently, Matthias Ackermann (Head of Duty at MOTORRAD) covered a few kilometers on the new KTM 790 Duke. As a novice driver, he drove about 170 kilometers. His short but meaningful conclusion: "Hardly drove out of the editorial underground car park, the Duke was my friend. Extremely handy and a gear – simply cream! There was also nothing to complain about with the brakes and the sound. A slight constant jerking in the low speed range is not worth mentioning."

Mileage: 4,000, 5/2018

Uwe Seitz

PS boss Uwe Seitz tried out the KTM 790 on an extensive tour of the Black Forest.

Now the KTM 790 Duke has already covered almost 4,000 km after squeezing 250 km from the PS man Uwe Seitz on a very courageous tour of the Black Forest. The lively twin had to mess with the buddies on their big blocks! Staying on it went very well thanks to this wild two-cylinder engine that hangs on the gas like a super sports car. But he took a massive 8.43 L Super on 100 km of winding curves! Well, Uwe didn‘t wander around.

Mileage: 2,284

In less than two weeks, the Duke had over 2,000 kilometers on the clock and earned a lot of praise from the driving dynamics in particular. "It’s a lot of fun, but slow is not her thing", is there to be read in the logbook. Gold: "Handling top notch, depends on the gas." She already has nicknames like "Lighter" gold poison dwarf" harvested.

There is criticism for the clearly noticeable vibrations and annoying constant speed jolts.

Endurance test starts on April 26, 2018

Yvonne hertler

The Duke in the compression measurement.

A KTM 790 Duke RS arrived in the editorial garage on April 26, 2018 with a kilometer reading of 1,092. Before the two-cylinder from Mattighofen was released into everyday editorial work, it had to be measured on the test bench.

This was followed by the input measurement as well as the sealing of the engine and a compression measurement. At around 25,000 km, MOTORRAD then publishes an interim endurance test; Final measurements follow after 50,000 kilometers before the engine of the KTM 790 Duke is dismantled and examined.

Conclusion

What remains in the end after 50,000 test kilometers? Has the KTM 790 Duke got rid of any doubts about its durability? All in all, as the condition of the dismantled engine underlines. Nevertheless, the numerous updates from KTM to the seals for the thermostat, transmission output and cylinder head alone make it clear that the 790 Duke was not perfect from the start. That’s how it stays: The KTM long-term tester was undoubtedly a really good motorcycle, but without a doubt it only became an undoubtedly reliable one after the test distance and time.

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