ktm 790 duke tft display quotation

What new motorcycle did I choose to tackle next? It didn’t take me long to settle on KTM’s 2019 KTM 790 Adventure and Adventure R. That link goes to my preview article about the 790R model which fully captivated me and thousands of other adventure riders back in 2018.

The Ninja still rules the streets in my mind, but I had a hunch this KTM could be the best of the adventure bike class off asphalt if it lived up to the hype and anticipation KTM generated.

These are the numbers for the standard 790 Adventure (aka the “S” model) instead of the R model. The two are very similar with the only significant differences (from factory) being suspension, Rally mode, and ground clearance. They also have different windshields, mirrors, and seats but it’s possible to swap parts between the two bikes easily to create an “SR” or “RS” if you like.

The 790 Adventure Standard and R first appeared in Europe during early 2019 while all of us here in North America waited impatiently to get the ride reports from testers over there.

KTM put on a press launch in Morocco and we were treated to video and photos of journalists roaring around the desert dunes on these mid-sized dynamos of on and off-road mastery. All of the testers gushed about the performance, the suspension, the power, and the tech package.  It had it all!! It seemed to be the one adventure bike to rule them all based on early reports!

That was more than enough for me! I raced to put my deposit down on an R model in April 2019 and hoped KTM would send enough of them over here to western Canada to meet the demand. I was number 6 on the waiting list at my local dealership but it didn’t look promising as pre-orders reached fanatical levels. From what I heard every dealership around had at least double the deposits in hand than the bikes KTM was able to deliver. Wow!

I decided that if I couldn’t have the fancier R model bike that I would ensure my Standard 790 wouldn’t be basic or average when it came to factory add-on features. I went all out;

I did get to redeem a $500 gift card I received from KTM when I did a demo a month before on a 790 Duke. Meaning that I got the heated grips for free!

The activation button KTM mounts on the left bar is rather ugly as well, but I admit it has stood up to everything I’ve thrown at it and keeps on keeping my hands warm… ish.

I didn’t like the look of the low front fender on the S model 790 Adventure, so I shelled out the money for the high mount fender from the R model. It’s much more pleasing to my eye since going on.

The handguards or “bark busters” that come standard on the S model are in a word– flimsy, although many owners say they hold up even after multiple drops. My take on it: the only things that all-plastic construction will protect your hands from are insects and wind. For this reason, I ordered and immediately installed the KTM Power Parts guards. These have an aluminum bar running behind the plastic pieces which actually will save your levers in a spill or deflect incoming branches and stones you come in contact with.

Once break-in was completed along with the first service, I put the 790 through its paces on and off the asphalt in a responsible way. First I placed my emphasis on asphalt for about 2000 miles or 3200 kms using the stock Avon Trailrider tires only.

At first, in the STREET MODE fuel map setting, I felt the 790 lacked the level of punchiness I was looking for. This may have had a lot to do with the fact I had come from logging over 10,000 miles on my Ninja H2SX SE the year before. A hard act for almost any motorcycle to follow.

Despite now having gotten used to this drop in power I still feel like the bike doesn’t have enough torque off the line in STREET MODE. I believe that’s part of the reason many owners go down a tooth on the front sprocket to 15.The 790 Adventure is geared just a tad too high for slower, technical riding or holeshots but the smaller front gear fixes this nicely. Despite that, the stock 790 will run the ¼ mile in about 11.5 seconds with a competent pilot at the helm.

Once you get rolling the bike accelerates nicely and hits eyebrow-raising velocity quickly when asked to! I haven’t ridden a slow KTM yet and the 790 adv is no exception with a claimed top speed of 218 kph or ~140mph. The biggest contributor to the satisfying amount of get up and go is the optional Quick Shifter.

The shifter travels what I consider a desirable distance before initiating the transfer of mechanical energy through the gearbox.  An “auto-blip” follows on downshifts, and a noticeable “click” sensation is felt in the foot to confirm it happened. I find QS+ works best when accelerating aggressively on upshifts and braking appropriately on downshifts. I admit to having missed a few quick shifts from 1st to 2nd because I’ve been too lazy with my toe movement or gentle with the throttle. The 790 likes to be ridden enthusiastically.

Have a look at this video showing some drag races between the 790 adv and 1290 adv to put this all in perspective. I owned an 1290 before and can tell you that it’s a sportbike when it comes to power and speed.

The 790 beats the 1290 consistently off the line due to the difference in weight between the two, but can’t match the big brute when it comes to top-end acceleration and speed. That’s certainly no surprise. There is no replacement for displacement.

As mentioned I splurged and had RALLY MODE enabled on my 790S to give me something more interesting than the factory presets (STREET, OFF-ROAD, and RAIN) that come standard with the 790S. I’m glad I did and highly recommend it. I keep my bike in this ride mode all the time mainly because it allows me to adjust the Traction Control slip setting on the fly using the up and down buttons on the left handlebar.

Some riders may never feel the need to tinker and have this level of flexibility in the 790S but I love it.  More than once while riding up a steep hill or deep mud I’ve rapid-fire toggled the arrow keys to get more or less slip instantly depending on what’s underneath the tires. It’s easier to do than I would have thought before trying it.

When given the chance a 790 will quickly teach willing students/owners to trust the technology on it as opposed to fighting against it. This can be difficult for some long-time riders to accept, but the truth is KTM knew what they were doing when they designed the electronics on this motorcycle. It’ll thrill you if you let it but also punish you if you stubbornly fight it. More on that later.

The electronics on the 790 Adventure provide a ridiculous number of settings to play with for my needs. I’ve tried about half a dozen combinations but keep coming back to the settings mentioned above. It’s fun to experiment with.

There’s a terrific website chock full of great information all about the 790/890 that has been put together by owners and enthusiasts I highly recommend. Link to 790 Riding Modes Information.

The 790’s range has consistently been over 250 miles (400 kms) from day 1. The first tank of gas I burned in my 790 netted 402 kms on 16.5L of gasoline. That means I still had 3.5L in the tank to burn which theoretically means I could have continued almost another 60 miles or 100kms before running out.

It’s irritating to need high octane gasoline for the 790 when riding in remote areas, but several owners are blowing off KTM’s instructions to run Premium gas in favor of Regular octane from what I see on FaceBook groups. They claim it hasn’t hurt anything because the engine has a knock sensor, but I haven’t followed their lead.

The 790 handling is precise and nimble in any corner I’ve taken it through despite the low center of gravity. The low-slung gas tank design works brilliantly off-road as expected but on-road a higher center of gravity would make for sportier cornering. Despite that reality of physics, I haven’t found the 790 wanting. It’s always been confidence-inspiring regardless of what I’ve asked of it.

The KTM branded brakes have been spot on for me without any issues. When the ABS is disabled on the rear it’s easy to lock up the wheel and do power slides, even on asphalt.

I would prefer having the degree of braking finesse granted by the Brembos found on the 890R Duke included on this adventure bike, but I have no complaints to this point.

Some other owners have had the front and rear discs warp (even some catastrophic failures) on their 790 and 890 bikes. KTM offers some people replacement on warranty while others have had to eat the cost themselves.

Bret Tkacs in particular had horrible brake issues (among other things) with his 790R. He documented it in this video. Skip to the 2:15 mark to see the complete failure of his motorcycle’s rear caliper.

I had a recall for the rear brake line performed on my motorcycle at the beginning of the 2020 riding season, but I don’t notice any difference after completion. My riding style tends to use only the front brakes unless I’m on a hill or making an emergency maneuver. If you have a 2020 model 790 adventure this recall applies to your bike as well.

The suspension on the 790R is noticeably more refined and what I’ll call progressive in travel action compared to the stiffer, more basic springs on the 790S model. The R model shocks are adjustable via clickers on the front and more easily adjusted on the rear using an allen key.

I confidently ride off of 12” high curbs or ledges while loaded down with luggage and soak up the majority of obstacles encountered on the two-track jeep trails and logging roads I typically challenge with the 790S.  I weigh 175lbs which makes nearly any stock suspension my best friend because manufacturers and dealers tend to set up new motorcycles for someone of my mass.

In short, if you plan to race across bumpy desert trails at breakneck speeds the R suspension is better, but everywhere else the S model holds its own. The suspension on the Yamaha Tenere 700 is no better than the S model 790 and you don’t see anyone holding back riding it through the woods… to a point.

As much as the 790 adventure flirts with the idea it can be ridden anywhere actual dirt bikes can be, a rider should wisely accept the fact that’s not the case. Even riding the softer sprung R model through gnarly single track trails will shorten the lifespan of the components significantly and cost you a lot of money in repairs.

Adventure bikes are way too heavy to treat like dirt bikes. It’s no wonder that KTM only offers a 1-year warranty on the R model versus a 2-year warranty on the S model.  Hmmm…

The 790 is equipped with IMU-controlled cornering ABS which if I’ve ever triggered it in a corner I don’t know because I keep the bike in RALLY mode (IMU sensor disabled).

They’re excellent on the road as expected but just ok in the dirt and gravel. They are unquestionably road-biased tires that filled me with confidence when riding aggressively through tight corners at high speed. The 790 feels a lot like a sportbike on the road while equipped with these tires.

The wear on these Avons wasn’t significant considering how soft the rubber is on them. After 3200 kms traveled I would rate them slightly above average when it comes to grip and wear, but there are better choices available for the 790 S, in my humble opinion.

Most every 790/890 R or S owner inevitably discovers the irritating degree of buffeting, wind noise, and turbulence created by both the short or tall OEM windshields. Neither windshield works well as it turns out and is an oversight by KTM with this motorcycle, in my opinion.

I decided to remove the tall windshield completely on my 790S and found that it quieted things down for me, but I still wanted a bit more wind protection. I ended up buying a windshield off eBay intended for use on a Buell XB9R and modified it to fit on the factory mounting bracket for the bike. This has been just the right amount of protection and quietness for my taste.

The 790R or S seats are both poor companions on long rides, but admittedly more comfortable than the one that was on my 2014 1190 Adventure. I can ride about an hour before numbness starts setting in. That’s easily twice as long as I could bear on my 1190 seat.

There is an“ERGO” (comfort) seat option available from KTM Twins and others like Seat Concepts for example. If you’d like the seat lower or higher this is perhaps the best option to kill two birds with one stone because the Ergo seat is available in three thicknesses.

In some ways, my 790 reminds me of the bigger dirt bikes I used to ride 20 years ago. I find myself riding it like those old favorites when I’m off-road. The Honda XR400 or 650 would be a close comparison but with twice the power and a lower center of gravity!

The riding position and sensation while on this bike feels more like an overweight Honda CRF450L in some ways thanks to how nimble and powerful it is. I realize the 450lb (curb weight) 790 is a far cry from a 250lb dual-sport, and in reality, it’s more about the level of confidence it inspires that puts me in mind of the smaller bikes than anything else while I rip down dirt and gravel trails or climb hills.

The only time this changes is when I’m riding down steep hills or stuck in the mud. That’s when I’m pointedly reminded this is a big motorcycle pretending to be small! Luckily, I haven’t gotten in too much trouble overriding the 790… yet. I’ve been close a few times.

The shut-off tap on the right side sometimes comes from the factory in the closed or fuel shut-off position and your dealer might not notice on the PDI. This causes some new owners to only get half the range the 790 or 890 should, so if you aren’t getting over 200 miles per tank pull the right side guard off for a peek.

I can’t name another motorcycle that I’ve enjoyed riding more. The combination of low seat height, power to weight ratio, and awesome technology on the 790 is so deliciously user-friendly for a rider in the 5’8” to 6’2” size range!

This is perhaps the most common problem found with the 790 and now 890 Adventure motorcycles. It appeared in the corner of my dash within the first two weeks of ownership. I snapped a quick photo of it and my dealer replaced the dash at no charge.

While some owners have reported the mist reappearing inside their replacement displays mine has been clear ever since. I think this moisture has contributed to the blank display problem some other owners have found too.

Getting a second dash display on warranty allowed me an opportunity to protect the new one from getting scratched. I had put quite a few ugly marks on the first one just from wiping dust off the TFT display with my gloved hand in the first 1000 miles and it was irritating, to say the least.

When you install it on the display don’t just try sticking it on straight right away. Try spraying a light coating of Windex on the display first and then set the clear plastic guard on top of that.

I took a trip with the 790 out into the remote hills of British Columbia when it was still very new.  Three times during the trip when I turned the key switch to the ON position the engine wouldn’t crank over because of this error code appearing on the dash.

This is another common warrantable issue with the 790 and easily fixed by the dealer or owner. All you have to do is lower the brake fluid level a bit or in some cases, a new master cylinder is needed. Mine hasn’t leaked since I drained off a bit of the fluid.

Some other owners have had much more serious problems than I have with their 790/890 motorcycles. I’m sure you’ve heard stories about horrific clutch failures on forums and FaceBook groups.

Happily, these improved guts from the 890 clutch fit into the 790’s basket. That seems to be a smart modification to do either before or after you find signs of excessive heat on yours.

I’ve thoroughly enjoyed installing aftermarket parts on the 790 and noted the improvements in performance, comfort, and maintenance. The modifications I’ve made to the 790 have panned out even better than I expected and I wholeheartedly recommend them.

I can’t properly express how desirable this difference is on the 790/890. Words fail me beyond saying, I LOVE IT! These photos help illustrate how the weight needed to pull the clutch lever in went from a measured 11 lbs to 6 lbs on my 790.  WOW!

Peace of mind is priceless and this Neck Brace Kit also from Camel ADV has kept the headlight tower on my 790 from cracking and breaking despite me riding it over plenty of bumpy terrain for thousands of miles.

KTM didn’t build the all-plastic headlight housing with adequate mounting supports from the factory and more than a few owners have reported cracking and/or breaking these expensive to replace assemblies after dropping their bike off-road. It has also failed over time from the vibration of riding over washboard gravel roads for extended periods.

I was beyond thrilled to discover the engine air filter on the 790/890 is wonderfully easy to replace because it’s under the seat instead of under the gas tank. That’s the good news.

There’s a historical reason to buy a Rottweiler Performance air box for your KTM adventure motorcycle. Theirs don’t leak in addition to giving your motorcycle a boost in power via less turbulence and more direct airflow into the engine. It’s the equivalent of the old “port and polish” technique used to net more power in muscle cars.

KTM has a lousy reputation haunting them after building leaky airboxes on the previous 1190 and 1290 adventure bikes. My old 1190 adventure was a victim of this and had to have the engine rebuilt on warranty as a result of dust ingestion.

I monitored the OEM airbox very carefully on this completely different 790 design to gauge whether KTM had done things right this time. It turns out, they have if my motorcycle is any indication. I haven’t heard of any 790/890 motorcycles with dust-sucking airboxes on them to date.

This small business consistently produces terrific protection for motorcycles that venture into the rough stuff. I’ve been testing their Ultimate Skidplate for the 790/890 adventure for over a year now trying to find something… ANYTHING to dislike about it.

If you only ride on gravel roads and never go where there are big rocks or logs to ride over the OEM skid plate is adequate protection…. BUT! Peace of mind is priceless. Have a look at the crushed exhaust from another rider’s 790 in the photos below who didn’t install a thick plate like this on his 790 before tackling unforgiving terrain.

To make matters worse, while I was troubleshooting this clutch switch problem I managed to have the 790 fall over in the garage and land on top of one of the luggage cases for my Kawasaki Ninja H2SX SE. I don’t have it within me to explain how exactly this came to pass, neither can I come close to describing how painful it is to admit it happened.

That landing put a 6” long crack in the Kawasaki luggage and hit it in just the perfect way to break an inner plastic body panel on the 790 in one incredible display of Murphy’s Law.

I’d previously dropped my 790 at least 10 times out on rocky trails and never broken anything before that day. Happily, the busted body panel only cost $16 to buy new from my KTM dealer and was pretty easy to replace.

Speaking of breaking things off the 790, the back grab handles are excellent for moving the bike around and picking it up when it decides to take a nap.

KTM has an app specifically made to interact with the dash on the 790 adventure and others. It’s called My Ride and quite frankly it’s a dumpster fire of an app if I ever saw one.

I jumped at the opportunity (before I knew any better) to get it and try it out. I find the music and phone call parts work decently, but the navigation is always outdated, displays the wrong street or highway names at times, and takes forever to update. It also has a weird habit of selecting the longest way to get anywhere. I would recommend sticking with Google Maps or a separate GPS unit instead.

The only way to get the headset and your phone working nicely together with the 790/890 dash display is to connect via Bluetooth to it. But, specifically, your phone and headset must NOT be connected to each other. Connect both of them to the display only. The dash works as a central station for distributing information… like a server on a network. If you try connecting everything to everything then nothing works properly, especially the audio.

Too often I find it necessary to fiddle with the audio output selection from my iPhone 11 Pro Max from the 790’s dash to the Sena headset I’m wearing to hear music or phone calls. It can be frustrating and I know many other people are having this same problem.

The BMW screen is a high-quality, TFT display that can be read in any kind of bright sunlight with just a glance. The fonts are sized perfectly and the spacing between information is bang on. The BMW Wonder Wheel makes all the difference in easing navigation through the data contained within as well.

The 790 on the other hand has crowded letters that are sized too small for easy reading in comparison. I also don’t care for the turn signal indicator light that doesn’t tell you whether it’s the left or right side flashing. I admit this is a small irritant, but the vast majority of motorcycle displays show two separate arrows instead of just one.

If you’ve read other motorcycle reviews I’ve written you’ll notice I’ve compared them to alluring women, but that’s not the way I feel about the 790 adventure. I admit this one’s not beautiful, in fact, it’s rather alien-looking and a little too space-age in general. But it’s not important for adventure motorcycles to be attractive, they’re tools made for a specific job and looks are incidental. For what it’s worth, I’ve always been a “go before the show” kind of guy anyway which makes me appreciate this 790 despite the weirdo look it has.

The KTM 790 adventure isn’t a perfect motorcycle, but it still thrills me every time I take it out for a ride. It awes me with its versatility, subtle yet efficient technology, and surprising power. As already mentioned it’s my favorite motorcycle up to now.

The 790 adventure has already evolved into the 890 adventure which has a better clutch, heavier flywheel, and a few other small changes to tweak instead of overhaul what was and still is a phenomenal adventure motorcycle in the 790.

If you’re considering buying one of these machines don’t worry about the fearmongering and naysayers out there bashing it as unreliable and expensive. The majority of 790/890 owners are too busy enjoying their wonderful rides to spend any time complaining about them on forums and social media.

If you do your maintenance and make sure your dealership corrects any small issues that arise under warranty I doubt you’ll be disappointed with the latest and greatest KTM adventure motorcycle.

The KTM 390 DUKE is a pure example of what draws so many to the thrill of street motorcycling. This Corner Rocket maximizes enjoyment and user value, taking the honors wherever nimble handling counts. Light as a feather, powerful and packed with state-of-the-art technology, it guarantees a thrilling ride, whether you"re fighting your way through the urban jungle or carving your name into a forest of bends.Features may include:ENGINE & EXHAUSTEngine

The KTM 390 DUKE engine not only delivers arm-wrenching torque and hair-raising acceleration, but also good manners in everyday use, all with outstanding fuel economy. This lightweight, compact engine really packs a punch and with 32 kW (44 hp) it"s one of the most powerful options out there for A2 riders. Thanks to the ingenious intake design and the meticulous fuel injection system, the KTM 390 DUKE is ready and waiting to tear-up the streets and the circuits alike.CHASSISSuspension

The KTM 390 DUKE comes as standard with ultra-lightweight, high-performance upside-down WP forks. Using the latest open-cartridge technology, these forks not only perform above expectations when pushed to the limits, but are also nice and easy to maintain. This makes them perfect for all aspects of riding, from relaxed cruising to hammering around on closed circuits and everything in between.ERGONOMICS & COMFORTHandlebar

Hi-tech upright handlebars offer KTM 390 DUKE riders a controlled yet aggressive body position, allowing you to dominate in all aspects of riding. From destroying corners to pulling the perfect stoppie, these bars will give you the balance and confidence you need to attack the road like never before. Clutch and brake levers are fully adjustable, allowing you to customize your cockpit to suit your individual riding style.BODYWORK & GRAPHICSTFT color display

As an absolute first in its class, the KTM 390 DUKE boasts an innovative multicolor TFT display, presenting all the data you need to go faster in a clear-cut, uncluttered way. As you rev the engine, the display bars change color, either spurring you on or telling you to back off when the engine’s still cold. The display also automatically adapts its color to best suit the light conditions around you. Innovation at its best!!!SOFTWARE & ELECTRONICSRider aids

The KTM 390 DUKE utilizes market leading technology to enhance your ride and provide you with all the assistance you need to help turn the streets into your own personal playground.RIVA MOTORSPORTS SUPERSTORE - POMPANO BEACH, FLORIDA

Still agile, but with more punch, the KTM 890 DUKE R takes all the things we love about the KTM 790 DUKE and turns it up to 11. This is a no-compromise mid-weight naked bike, equally at home on mountain roads as it is on the race track, delivering more power, more torque and more dukeness than any parallel twin that has come before.Features may include: ENGINE & EXHAUST

Keeping the KTM 890 DUKE R at the peak of the middleweight fight is a powerful yet compact parallel-twin. Honed to be a more powerful version of the already-impressive KTM 790 DUKE, the KTM 890 DUKE R steps up power and torque levels to suit the aspirations of the most demanding street and track warriors.CHASSIS

The KTM 890 DUKE R has a simple philosophy when it comes the chassis - be lighter with more stability and be able to push the lean angle without reducing agility. Thanks in part to less unsprung weight and sportier ergonomics, the KTM 890 DUKE R has achieved just that, saving approximately 3.5 kg (7.7 lbs) when compared to the KTM 790 DUKE.ERGONOMICS & COMFORT

The KTM 890 DUKE R delivers what you"d expect from its R-rating. An aggressive, track-ready seating position compels you to shred corners with pinpoint accuracy, while remaining comfortable on the street.BODYWORK & GRAPHICS

The shoulders-up stance of the KTM 890 DUKE shares its attitude with the fire breathing KTM 890 DUKE R for good reason. Distinctive lines, orange accents and signature KTM R graphics show its purpose with complete confidence.SOFTWARE & ELECTRONICS

The KTM 890 DUKE R is reined in and controlled by an advanced electronics package. From a full-color TFT display showcasing everything you need at a simple glace, to a plethora of Ride Modes and control enhancements, manhandling the KTM 890 DUKE R is as easy as slicing a piece of cake.ACCESSORIES & LUGGAGE

You’ll find a full range of KTM PowerParts and luggage options available for the KTM 790 DUKE. Make aesthetic changes to intensify your ride, to reflect your personal attitude, fine-tune the function and adjust the performance to perfectly match your individual riding style. Wherever you ride and however you like to attack the turns, KTM PowerParts have you covered!

FRAME: Just like the KTM 790 DUKE, the KTM 890 DUKE R"s handling characteristics are thanks to the dynamic, loadbearing design of the tubular chassis, which allows it to carve through twisty tracks and mountain passes with extreme responsiveness. Just like every other KTM R, the frame is painted orange to highlight its sporty credentials.

SWINGARM: The die-cast, open-lattice swingarm is optimized for stiffness but features a steeper angle for increased stability as well as excellent flex characteristics. This makes the KTM 890 DUKE R every bit as sharp as you"d expect it to be.

SUSPENSION: Adapted to suit the added power of the KTM 890 DUKE R but still retaining the signature DUKE agility, the adjustable suspension on the KTM 890 DUKE R has been fettled to be sportier with improved high-speed stability, while retaining real-world street riding comfort.

FRONT FORK: The KTM 890 DUKE R features adjustable linear spring WP APEX front forks with split function damping, compression and rebound settings. This allows riders to perfectly sharpen their preferred setup for track or the street.

TRIPLE CLAMPS: Triple clamp stiffness has been tuned to match the flex of the fork, contributing to sporty handling and excellent feedback. An aluminum steering stem has been used instead of steel, as on the KTM 790 DUKE, to reduce the overall weight.

WHEELS: The KTM 890 DUKE R comes with extremely lightweight, light-alloy wheels finished in signature "R" orange as standard. This not only drops the overall weight of the bike, but also minimizes the unsprung masses and aids in faster turn-in and reduced rolling resistance.

TIRES: Getting the KTM 890 DUKE R to really stick to the asphalt is a set of MICHELIN Powercup II hypersport tires. These are state-of-the-art in terms of tire development, offering fantastic grip on track or on the street in all conditions.

BRAKES: Developed with high performance street and track riding in mind, the KTM 890 DUKE R is fitted with the best brakes in the business. Brembo Stylema monoblock calipers and lighter 320 mm floating disks upfront ensure sharp and precise brake feel, while slowing down from speed. These are further enhanced by a Brembo MCS master cylinder, which allows the rider to adjust the lever ratio and brake feel. Overall, 1.2 kg (2.8 lbs) of unsprung mass has been saved compared to the KTM 790 DUKE.

The KTM 790 Duke is a naked bike that is plugged as a corner-carver by virtue of its light and compact chassis. Offered in black and orange color combination, it comes with a sticker price of P599,000.

Impressive technology found in this bike includes a TFT instrument display that contains readouts such as trip meters, range, gear indicator, clock, and outside temperature. Meanwhile, the 760 mm handlebar can be adjusted four ways for that perfect riding position. Handling prowess is likewise provided by the tubular chassis, a rigid and compact one for greater lean angles. Lastly, a track mode feature includes a launch control for quicker getaways, increased throttle response, and the fun bit—an anti-wheelie aid that can be turned off, giving the rider the ability to pull epic stunts.

Apparently the original 790 Duke is making a return because not everyone wants or can afford the 890 model and it closes the gap slightly for those wanting a bit more of everything than the 390 single cylinder naked bike can offer. It also permits an A2 version, for those markets that take them.

Whatever, we’re glad to see the return of what was originally described by its makers as The Scalpel. First released in 2017, by 2021 the 790 Duke had been superseded by the 890 version, with more power, fewer emissions and improved electronics.

Evidently, Europe will be taking a 95bhp 790 version, which also allows for A2 (learner, less than 47hp) configuration. The rest of the world gets the 105bhp edition (78kW). It should go on sale in Europe midyear, so the rest of the world by year’s end.

The 790 Duke will also come with a comprehensive safety arsenal, including cornering sensitive TC and ABS, three ride modes (Rain, Street, Sport, along with a Supermoto mode where there’s no ABS to the rear wheel so the experts amongst you can back it in), a five-inch TFT display and LED lights front and rear.

Choose either the traditional KTM orange colour scheme or a  new gray and black ensemble. Whether or not it makes it to our shores is unclear at present but when we asked the question the answer we got was that the price from the factory wasn’t going to be sharp enough to justify importing both the 790 and 890 Duke. And KTM NZ has since confirmed this to be the case, the 790s not coming to Australia or New Zealand.

Electronics don"t like water, and condensation is water. You may not be so happy when you have to replace it, out of warranty. Anyone know what a new TFT costs in USD? KTM is balking at the expense, but it is their problem, and they need to deal with it in a fair and consistent manner. Many buyers struggle with spending 50% more on the 890R, vs the T7. Lack of proper warranty support should push the money to competitors that get it. This isn"t a new situation, and it"s why I"ll usually go with a Japanese option, vs a Porsche, MB or BMW, who use their customers as beta testers, and leave them twisting in the wind with issues like oil ingestion, over heating, etc. It"s far better to maintain a trusted reputation, than to repair a damaged one. It seems some bean counters have a hard time understanding that.

KTM is getting ready to launch the 790 Duke in India soon. The trouble is we don"t know when, yet. What we do know is that bikes have been arriving at showrooms and dealerships for a while now, and this time there is also an image of a brochure.

According to the brochure, the 790 Duke isn"t lowering its specs for the Indian market. It gets KTM"s first 799 cc LC8 parallel-twin motor that churns out 105 hp at 9,000 rpm and 87 Nm at 8,000 rpm. A 6-speed gearbox will handle transmission duties via a slipper clutch. The Duke will also get an up-and-down quickshifter for clutchless gear changes.

The chassis uses the engine as a stressed member and the entire bike is suspended with a WP 43 mm upside-down fork and a rear monshock. In terms of electronics, the 790 Duke is one of the most tricked out motorcycles in its class. It comes with a Bosch inertial measurement unit (IMU) and cornering ABS unit which can be disengaged completely or even in Supermoto mode, thereby allowing you to lock up the rear wheel while the ABS still controls the front.

The bike also gets four riding modes – Sport, Street, Rain and Track, each of which change depending on how the engine behaves with the ride-by-wire throttle. The instrument cluster is a full-colour TFT display complete with Bluetooth pairing.The launch details for the KTM 790 Duke are still awaited, but prices are expected to be around the Rs 8.5 lakh mark. It will be competing with the likes of the MV Agusta Brutale 800, Triumph Street Triple S and Kawasaki Z900 among others.

KTM’s 790 DUKE finally hit dealerships last month – almost a year after we first saw it and with some massive hype to live up to. Does the KTM do the job? First impressions after the press launch were ‘hell yeah’. But where does it fit in the ‘hooligan middleweight’ queue at the checkout? We put it up against its nearest rival… Straight Outta Hinckley comes the Triumph Street Triple R, the more road-focussed and slightly less hyper version of the triple cylinder 765cc naked, the RS.

The R is the mid-spec bike in the three-bike 765cc Street Triple range introduced at the beginning of 2017, sandwiched between the ‘S’ and the top spec ‘RS’. Don’t think that the ‘mid-spec’ tag means mediocre performance though; the R is all go. In fact, my colleague, Simon ‘Toad’ Hancocks, believes in some ways it’s better than the range topping RS. But is it still better than KTM’s new kid on the block?

At £8,499, the 790 DUKE slots into the KTM naked (DUKE) range between the single-cylinder 690 which is just £500 cheaper at £7,999 and the monstrous 175bhp 1290 SuperDuke R at £14,299. That’s pretty much the same as Yamaha’s MT-09 and £800 more than Suzuki’s GSX750S

Twin counter-balancers remove any unwanted vibes while the smooth revving twin offers a wonderful slug of fast-delivered torque from 5-8,000rpm. There’s loads of top-end power and what feels like a boost at 7,000rpm, so please for the love of motorcycling; use plenty of revs! Because when you do the engine and the Duke’s sweet, slick-shifting gearbox will reward your riding experience even further. Minimal ankle movement is required on the well set-up quickshifter when throwing more gears at this fast-revving naked, yet it has a reassuring resistance with a neat little ‘clunk’ letting you know when the gear has been selected. Down the ‘box and the autoblipper and slipper clutch work in harmony. It’s quite non-KTM, thankfully.

It’s such an easy bike to ride. Exciting, entertaining and punchier in the mid-range than the three-cylindered Triumph. If you’d have asked me before riding both, I wouldn’t have been giving the KTM much of a second look but boy does this thing impress.

With peak power (105bhp) coming at just 9000rpm compared to the Triumph’s (116bhp) 12,000rpm and a lot more torque peaking at lower revs too, on paper the KTM has a fatter mid-range but less peak performance. In reality, annihilating your newly-discovered favourite b-roads the fundamental power deficit is barely recognisable. The fast action gearbox and fast-revving, even faster fuelling engine give the KTM its usability, but you’ll get through a lot more gearchanges than the Street Triple on the way. The Triumph has a broader spread of power and can roll-on in the same gear, while the KTM needs quick-tapping toes to keep it sweet.

It’s more controlled and less scary than its sibling, the 1290 Super Duke R for instance, and that makes it a very friendly motorcycle for the UK’s roads offering all our hooligan fantasies without being feral.

Speed testing showed the KTM reaching 137mph, although this was trumped by the Triumph which got to 147mph. A 15bhp difference shouldn’t be enough to add 10mph at these speeds with no aerodynamics, which suggests the two bikes are geared differently. The KTM sacrifices big numbers for acceleration, while the Triumph goes for taller gearing in the higher ratios for easier cruising and a few more mpg. The British bike is faster through all our test parameters, just. A 0-60 time of 3.07s edged out the KTM by just 0.04s while 0-100mph saw a Street Triple victory by 0.55s.

And to emphasise the KTM’s mid-range power compared to the Triumph’s overall bhp advantage, the 40-120mph roll on test in top gear saw a gap of just 0.23s.

The compact parallel twin engine brings the 790 DUKE many benefits, one of which is a compact chassis which in turn brings a light and lithe motorcycle that handles extremely well. The ace up the KTM’s sleeve is the way it performs as a package . All that accessible torquey power in a tiny, basic chassis brings fantasies of carving through corners, Lorenzo-style with all the finesse a small bike brings. The reality, courtesy of suspension that’s good enough…but only just, is more akin to Marc Marquez when the red mist comes down, hacking through field from the back of the grid.

KTM’s very own WP suspension plus some budget Maxxis Supermax tyres are a mixed bag. Yes, the bike handles well. Really well in fact, but think of how good it could be on a decent set of rubber and a set of higher-spec, adjustable forks. They may well be included on an ‘R’ version that will surely make its way into production in the future.

Even though the budget brakes from Spanish firm J Juan aren’t theoretically on the same scale as the bad-ass Brembo’s fitted to the Triumph, the stats from our datalogger show the KTM being able to stop from 70mph in just 3.74s which is only 0.05s slower than the Triumph. In distance terms this is just 37cm (55.19m vs. 54.82m). If you’re a brand connoisseur then they could be an issue but there was no questioning their ability in stopping this featherweight, even with a cruiserweight at the controls. Add in the KTM’s standard-fit cornering ABS and we’d say the orange corner wins this one.

A seat height of 825mm is average for a naked bike, in fact it matches the Triumph. However, because the KTM’s chassis and engine are so narrow, the seat shape is great for the shorter rider (so says the diminutive Toad Hancocks). At 6 feet tall I thought it might be a little cramped but the low, rearset, peg position still gave plenty of ground clearance, the well-shaped seat and leant-forward bar position made the KTM very comfortable. After the first mile I realised the initial ironing board-like hardness became a comfortable riding position. The bars and levers are all adjustable and the seat can be lowered to 805mm. In fact, a chassis lowering kit is available to take the seat down to 785mm.

The one distraction are those crappy rear-view mirrors which just flop about at any kind of speed. Easy to adjust but rubbish at staying there and not particularly pleasing on the eye. Then again, KTM offer plenty of ‘Power Parts’.

A comprehensive TFT display that’s both easy-to-read and easy-to-use is the tip of the electronic goody bag. Operational from the left-bar, the four-way up, down, back and select buttons are basic in their looks but a doddle to operate through the various screens.

The Duke also has the same bells and whistle you’d expect on bikes costing twice the price. IMU-controlled cornering ABS and traction control plus wheelie control (which might actually be useful on this bike, packed with midrange and potentially bought by newish riders) and a two-way quick shifter with autoblipper plus not-at-all-important launch control and four riding modes – Sport, Street, Rain and Track. This is the clever part, whereby throttle commands are electronically translated into throttle valve positions suited to the riding conditions. So, Sport, for example turns relatively small throttle openings into much bigger actual throttle openings in the injectors. And with lightweight engine internals capable of picking up revs so quickly, it makes 100bhp feel like 150 when you open the throttle and the bike leaps forward. The downside is a little snatchiness at low revs around town, but you can switch to other modes for that. Track offers a smooth throttle, less traction control and the anti-wheelie control to be turned off.

Launch Control is a funny option for a 106bhp middleweight. Like many similar systems it can only be used three times in a row before the clutch needs to lie down and rest… but on a test at KTM’s Austrian facility I clocked a faster speed by 5kph from a standing start without launch control activated than I did with it turned on. Probably down to the head-mess that releasing the clutch with the throttle to the stop does!

The R features switchable ABS and traction control, a 5” full-colour TFT dash that’s clear and easy to read. The dash is also angle adjustable which is handy, and can be moved on the fly with just one hand. As mentioned it has four riding modes Sport, Road, Rain and Rider. An on-board computer to display journey time, average speed, average fuel consumption, current fuel consumption, range (which seemed fairly accurate), two trips and ambient temperature.

The KTM has more hooligan tendencies and by comparison to the Triumph, feels like a teenager full of raging hormones; excitable, lively and literally ‘ready to race’ in agreement with KTM’s mantra. Whereas the marginally more sedate Oxford grad Street Triple is calmer, more refined (certainly with its build quality and smart LCD instrument panel) and would be my choice IF I wanted a bike on which I can relax on when necessary yet still has all the get-up-and-go when needed. On the Duke, I’d forever be getting places faster because it’d be rude not wring its neck – that’s what it cries out for.

The finer detail on the Triumph such as adjustable suspension and better tyres and brakes come at a cost. £9200 is a big sum when fighting with the KTM and Yamaha’s MT-09 (and SP) for example. And it doesn’t have the quickshifter either – a must on all modern motorcycles in my opinion.

KTM have built a middleweight sensation with a strong, useable, peaky motor coupled with a fine gearbox and chassis combo. If the price began with a 7 instead of an 8 then I’m sure they’d sell by the bucket load. It’s got swag, it’s got character and it’s got my vote.

The KTM 790 Duke is the Austrian bike maker’s flagship model in India. The motorcycle was launched in September last year with a price tag of Rs 8.63 lakhs (ex-showroom, India). Now, in an attempt to sell out the remaining BS4 units of the bike ahead of BS6 norms becoming operational on 1 April, dealers are offering massive discounts on the 790 Duke.

KTMhas very few units of the BS4 790 Duke left in stock. These units are being sold at a discount of around Rs 2.6-3 lakhs on its on-road price, depending on the dealer. For instance, a Bangalore dealer has quoted the price of the bike at Rs 7.73 lakhs which earlier stood at Rs 10.71 lakhs. Also, a Mumbai dealer has dropped its price from Rs 10.10 lakhs to Rs 7.50 lakhs (all prices are on-road).

The KTM 790 Duke is a naked streetfighter, powered by a 799cc, parallel-twin motor which belts out 105bhp and 86Nm. For managing that insane performance, it comes loaded with ample of electronic aids such as lean-sensitive traction control, cornering ABS, launch control and wheelie control. For displaying information and controlling all these gizmos, KTM has equipped the bike with a full-colour TFT display.