2024 KTM 990 Duke Review – Track Test

After getting a taste of KTM’s new 990 Duke on the street, it was agonizing not to see how it would do on track, especially since the home base of our street ride was the Almeria circuit in Spain. I was also curious because the street ride revealed the 990 to be much more rigid in the chassis department than the 890 before it. I might be an outlier, but the 890’s chassis flex was actually one of its redeeming qualities, in my opinion, giving it character both on the street and the track.

Luckily I didn’t have to wait long to get a taste of the 990’s track chops, as only a few weeks later I was invited to Portimao to give the 990 Duke a shot on this world famous course. I’d also be splitting my time between the 1390 Super Duke R EVO and RC8c, so while this won’t be an exhaustive track review, it’ll shine a light on what the 990 can do, the potential that lies within, and possibly give us a glimpse of what we can expect from a 990 Duke R – because you know one is coming eventually.

Maintaining Perspective

Going into this test I expected the 990 to be a sportbike minus the clothes. My impressions from the street ride left me thinking the stiff chassis would make this a precise track tool and the bigger engine would offer more punch out of the corner. Riding the 990 last after the 1390 and RC8c blurred my perceptions, but the middle Duke felt like a puppy in comparison. I knew the 1390’s torque and horsepower would dwarf the 990, but I expected the Duke to be closely in line with the 890 Twin in the RC8c. The reality was much different. As it turns out, the highly modified 890 made the stock 990 engine feel slow in comparison.

But that’s not fair to the 990. Without the benefit of titanium valves or connecting rods like the RC8c has, the bigger LC8c engine understandably doesn’t build revs as quickly. Paired with the stock exhaust and surrounded by bigger, faster, uncorked siblings, we were put in a situation where the 990’s performance would be deflated and distorted. So let me try to separate the middle Duke from the bikes I shared the track with.

My overall impression of the 990 Duke is that it would make a great street bike – which is essentially what I said during the First Ride. The ergonomics lend itself to a sporty, but relatively neutral, riding position. In fact, I’d be surprised if a GT version doesn’t hit the showrooms some day.

In the track setting my impressions about the chassis came through once again. The stiffness came through in chassis stability during all aspects of the corner – but it was especially noticeable mid-corner. Where the former 890 would flex a little, the 990 stayed solid throughout. In fact, it’s tempting to lean the 990 even more because of the confidence from the chassis, but you soon run into the biggest roadblock getting in your way – the low foot pegs. With street comfort clearly at the forefront of the ergonomic triangle, once you get on track the foot pegs touch the ground at the mere thought of lean angle. Luckily, the aftermarket can take care of that easily.

Keeping the street intentions in mind is important because the suspension is clearly tuned for street comfort. Where the 1390 and RC8c feel rigid in comparison, the 990 suspension is softly sprung and damped. It goes through plenty of its stroke quickly throughout the corner, and comes up equally as fast (but with control). Even on the straights, the damping soaks up little stutter bumps I could feel on the other bikes but didn’t notice here.

Getting back to the engine, it’ll still pull out of a corner nicely with enough torque to command respect, but not enough to scare you. It’s the kind of power – and power delivery – that goads the rider into twisting the throttle earlier and earlier. The power builds gradually, giving you enough time to process the upcoming corner(s) ahead. Shifts are smooth in both directions with the quickshifter and autoblipper, but that’s usually the case with these systems in a track setting (street riding tests the timing of the quickshifter and autoblipper more). As expected, the 990 LC8c starts to sign off in the higher regions of the rev range. It doesn’t drop off a cliff, but more plateaus before signing off completely.

The 990 Duke might be wearing lower spec J.Juan calipers and master cylinder, but it scrubs speed with confident authority. Sure, at maximum braking you lack some feel compared to the premium Brembo components on the 1390, but you’d have to be a real stickler to be disappointed with the J.Juan pieces. Overall braking power is more than adequate for most riders, as is the feel at the lever. However, if you have to have the best, maybe a 990 Duke R is what you’re waiting for.

Which brings up an important point: this isn’t an R model. Despite these relative “weaknesses,” the 990 can still hold a respectable pace befitting KTM’s “Ready to Race” ethos. Hidden underneath the softly sprung suspension, quiet engine, and respectable brakes is a core motorcycle ready for modifications. Let the engine breathe like it should, damp it for better performance, and allow it to stop fiercely, and this will be a riot – much like the 890 Duke R before it.

The Dawn Of A New Era

As much as I will miss the 890 Duke, change is inevitable. Now that I have more time with it, the 990 Duke is starting to grow on me. It’s a solid platform for street riders who dabble in a little bit of track action every now and then, and at $12,500 it’s a hell of a bike for the cash. Then again, you’d have to imagine an R version will be released eventually, with more track focus without losing the street appeal.

We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works.

Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here.