2024 KTM 990 Duke First Look

[Hugh Janus]

KTM’s 2024 990 Duke gets an all-new, more aggressive look. (KTM/)

Bigger is better, at least according to KTM, who announced a larger-displacement 990 Duke for 2024. Built on the same prerequisites as the 790 Duke and 890 Dukes that came before it, the 990 promises lightweight, scalpel-like performance through numerous changes, including a new chassis, swingarm, and electronic technology. The bike also gets a new look and what KTM describes as “larger proportions.”

“Sharper” has always been a keyword in the launch of new Duke models and that continues here, KTM saying this latest model is the “lightest, sharpest, most performance-focused middleweight naked ever produced at KTM’s main plant.” That’s saying a lot considering the performance of the 890 Duke GP that came before it. But how do you get to this point?

It wouldn’t be a KTM Duke photoshoot without smoke. The aim for the 990 Duke was more performance. (KTM/)

Engine and Electronics

Progress starts at the 947cc parallel-twin engine that KTM claims is still the most compact twin in the middleweight naked class. Little information is available beyond that, though a spec sheet comparison between the 990 Duke and earlier-generation 890 Duke R suggests that bore and stroke are both new, with the bore measuring 92.5mm (versus 90.7mm) and stroke 70.4mm (versus 68.8mm). KTM claims 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Compare that with the 121 hp and 73 lb.-ft. of torque it claimed for the 890 Duke R.

More aggressive camshaft profiles and longer valve openings are used, KTM adding that “rideability is improved due to increased rotating mass.” The stainless steel exhaust is all-new as well. Suggested fuel mileage is right around 50 mpg.

Wheelies? Yeah, the 990 Duke can do that too. There’s a catch though, as you’ll need to upgrade to the Performance or Track riding modes to fine-tune traction control settings. Those are available for the first 1,500 kilometers (932 miles), but need to be purchased once that demo period is over. (KTM/)

Power is managed via a very traditional suite of electronics package that includes three standard ride modes: Sport, Street, and Rain. Those modes perform as follows:

• Sport: Made for spirited riding. Full power, more direct throttle control, and less traction control, allowing slight wheelspin and maximum wheelie.
• Street: The go-to mode for everyday riding. Full power, default throttle control, and traction control settings suitable for street riding. Limited wheelie allowed.
• Rain: Designed for slippery road conditions. Power output is reduced to 105 hp, throttle response is smoothed dramatically, and traction control is set to maximum.

The 990 Duke retains KTM’s Supermoto ABS mode. (KTM/)

Riders are limited by how much they can adjust rider-aid settings in standard ride modes, but KTM offers a solution in the form of optional Performance and Track modes, which are available as part of a “demo program” for the first 1,500 kilometers (932 miles), but must be purchased once that number is exceeded. The modes are described as follows:

• Performance: Allows a certain level of customization, with a selection of traction control intervention and throttle control. Wheelie control can also be switched off and launch control can be used. Cruise control is also available.
• Track: Same level of customization as Performance but race focused, with additional lap time and bike data displayed via the dash. Cruise control is disabled.

The aforementioned dash consists of a 5-inch TFT display that includes a USB-C connection for device charging. More importantly, KTM has redesigned the menu structure for faster access to various features.

A 5-inch TFT display uses new graphics and an updated menu structure for improved usability. (KTM/)

Chassis

Handling has always been a strong point for Duke models, but KTM looks to take another step with the 990 Duke by redesigning the steel tube frame, which is stiffer than in years past, for more feedback. More specifically, there’s an 8 percent increase in longitudinal stiffness and 5 percent increase in torsional stiffness.

For even more torsional stiffness and, in turn, increased stability, the swingarm is mounted inside the swingarm pivot area. A forged pivot bolt is said to offer similar benefits, on a smaller scale.

While increased stiffness is a big talking point when it comes to the frame, swingarm stiffness is actually reduced by 35 percent, for improved bump absorption and traction. Said swingarm is 3.3 pounds lighter too, thanks in part to a new gravity die-cast production method.

The 990 Duke’s frame is revised for increased rigidity. (KTM/)

Forged-aluminum triple clamps hold a 43mm WP Apex fork with compression and rebound damping in separate legs; range of adjustment is designed to be easier with just five clicks for both.

A gas-assisted WP Apex shock uses a lighter linear spring, which together with all-new settings is claimed to improve comfort and responsiveness. Adjustment is limited to spring preload and rebound (five clicks).

The 1290 Super Duke R–culled wheels wear 120/70-17 and 180/55-17 sized rubber front and rear, but are modestly revised to work in the double-sided swingarm. Meanwhile, a pair of 300mm discs are used, which happens to be the same size rotor as is used on the 790 Duke, but smaller than the rotor on the more stout 890 Duke R. Is a 990 Duke R coming in the future? Past practices suggest that’s likely the case, and here’s where KTM might be leaving a little room for added performance.

A new swingarm is gravity die-cast (versus pressure die-cast), resulting in a 3.3-pound weight savings. Stiffness is reduced for increased bump absorption. (KTM/)

Styling and Ergonomics

While KTM says the 990 Duke has “larger proportions,” it doesn’t clarify exactly how the dimensions vary compared to the 790 Duke or 890 Duke R. What we do know is the 990 Duke has a minutely larger 3.8-gallon fuel tank with new lines that are sharp as ever. Those lines are carried through the rest of the bike, KTM very clearly sticking to its philosophy that “the sharper the lines, the better.” That design concept extends to the new and polarizing LED headlight.

The upright riding position is retained, though KTM has changed the seat shape to keep the rider from sliding forward. It has also raised the passenger seat 20mm (0.8 inch), for an unimpeded view.

Adjustability is limited to handlebar position; the one-piece bar can be moved to one of four positions by adjusting the position and rotation of the bar risers on the triple clamp.

KTM doesn’t shy away from sharp lines, and that continues to be the case with the new 990 Duke. (KTM/)

More Details

The launch of the 990 Duke coincides with “30 years of Duke,” and KTM is celebrating that milestone with two colors: Electronic Orange and Black Metallic.

Exact pricing is not available, though sources suggest MSRP will come in at around $12,500. Bikes will be available in December.

2024 KTM 990 Duke. (KTM/)
2024 KTM 990 Duke. (KTM/)

2024 KTM 990 Duke Claimed Specs

MSRP:	N/A
Engine:	DOHC, liquid-cooled, 4-stroke parallel twin
Displacement:	947cc
Bore x Stroke:	92.5 x 70.4mm
Compression Ratio:	N/A
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	123 hp @ 9,500 rpm
Claimed Torque:	76 lb.-ft. @ 6,750 rpm
Fuel System:	Electronic fuel injection
Clutch:	PASC (Power Assisted Slipper Clutch); cable actuation
Engine Management/Ignition:	Ride-by-wire/TCI
Frame:	Chromoly tubular steel
Front Suspension:	43mm WP Apex USD fork, rebound and compression adjustable; 5.5 in. travel
Rear Suspension:	WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel
Front Brake:	4-piston calipers, 300mm discs (w/ ABS)
Rear Brake:	2-piston caliper, 220mm disc (w/ ABS)
Wheels, Front/Rear:	Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in.
Tires, Front/Rear:	120/70-17 / 180/55-17
Rake/Trail:	N/A
Wheelbase:	N/A
Ground Clearance:	7.7 in.
Seat Height:	32.5 in.
Fuel Capacity:	3.8 gal.
Claimed Wet Weight:	395 lb.
Contact:	ktm.com

Source

[Catteeclan]

Black looks better but it's bloody horrible.

[Pedro]

32 minutes ago, Catteeclan said:

Black looks better but it's bloody horrible.

Looking at the orange one, it's clear they didn't even consider a legal license plate holder and lights until after it was done 

[boboneleg]

1 hour ago, Catteeclan said:

Black looks better but it's bloody horrible.

Yer right Dave, it's bloody horrible.  I reckon KTM have secretly employed Stevie Wonder in their design studio

[Six30]

it looks to boring for ktm... reckon they have employed an ex Honda designer

[Sir Fallsalot]

3 hours ago, Six30 said:

it looks to boring for ktm... reckon they have employed an ex Honda designer

It's certainly ugly enough for a KTM design LOL