ktm 790 duke tft display free sample

The 790 Duke continues to be super agile and focused on riding fun.  Propulsion is provided by the familiar LC8c in-line two-cylinder with 799cc.  It complies with Euro5 regulations and produces 95 hp and 87 Nm.  This means that the engine meets the specifications for A2-compliant throttling to 48 hp, which would not be possible on the current 890 Duke R, as at 121 hp the output power would be too high for European A2-compliant throttling.

Three riding modes are available, Rain, Street and Sport.  The settings affect throttle response and traction control.  The traction control works depending on the lean angle.  There’s also cornering ABS with a Supermoto mode (ABS on rear wheel deactivated),  a color 5-inch TFT display and LED technology in the headlight (incl. daytime running lights) and taillight.

Optional features include a Qickshifter+, engine slip control, track riding mode for the racetrack, cruise control, tire pressure monitoring system and KTM MY RIDE connectivity for phone and music.

The software options are already installed at the factory, but must be unlocked.  KTM offers the option of testing all software options over a maximum of 1,500 km, after which you can decide whether you want to unlock them for a fee.

The KTM 790 Duke 2023 will be available at dealers from January and will be sold in Germany at a price of 8,999 euros (plus ancillary and transfer costs).  The choice is between the classic orange or the gray-black variant.

KTM has already announced that it will be putting together special offers for the sales launch.  During a certain period, there will be 0% financing, or a free software upgrade is also planned.

KTM’s 2023 street range features many updates, although most of them are restricted to new paint jobs. The 790 Duke, though, is new for 2023, as it returns to the range for the first time since the introduction of the 890 Duke in 2021.

The KTM 790 Duke returns for 2023 after being replaced in 2021 by the 890. The 790’s return sees it with 95 horsepower and revised electronics. This is only for the European version, though, as elsewhere in the world the CFMoto-built motors will produce 105 horsepower.

In 62 miles (100km), the 2023 KTM 790 Duke will drink 4.4 litres of fuel, while it can also be detuned to 48 horsepower to suit A2-licenced riders. Once the A licence has been granted, the full 95 horsepower can be unlocked.

The 2023 KTM 790 Duke will be equipped with these electronic settings, but they are not unlocked unless you specifically pay for them. KTM is introducing a “Demo Mode” that can be active for 1,500km (932 miles) which will allow the owner of the bike to test out all of the electronics settings in a sort of trial period. When the trial ends, the owner can visit any KTM dealership where they can pay a fee to install the electronics options they want.

For the 125 Duke, KTM says there is a “fresh colour update, introducing a blue-on-white motif, accented by an orange tailpiece and striking orange wheels.”

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.

Welcome to our Press Center. May we express our pleasure at the fact that you have chosen to use the pool of information regarding our company and its products and services. This information and content is made available by KTM Sportmotorcycle GmbH, Betriebsgebiet Süd, Stallhofner Straße 3, A-5230 Mattighofen, Austria, and we are more than willing to provide you with copy, photographic and film material for your reporting about our company. However, the employment of these services is subject to the proviso that you consent to the following terms of use.

The subsequent terms of use regulate the utilization of the content provided on the internet at https://press.ktm.com. Admission to the KTM Online Press Center, as well the functions and content to which it offers access, shall only take place in accordance with the aforementioned conditions. These include regulations related to data protection. Through the employment of the services and content provided, you offer confirmation of the fact that you have read and accepted the conditions.

My personal data filled out will be used by KTM Sportmotorcycle GmbH for the purposes of performing the functionalities of the KTM Press Center, such as, for example, the sending of information on racing series or the company. For these purposes, my data will also be transmitted to the subsidiaries of KTM AG (a list of all group companies can be viewed here) as well as to selected partners (a list can be viewed here). These data will be used, processed and stored with strict confidentiality and in harmony with Austrian and European data protection provisions. Personal data will not be marketed or sold to external companies.

The KTM 790 DUKE makes a welcome return to the streets, bringing all-new colorways and a renewed rebellious streak to the world of midweight Naked machinery.

From its inception in 2017, the KTM 790 DUKE took the worldwide motorcycle markets by storm selling over 29,000 units. This was later followed by the introduction of the KTM 890 DUKE R, labeled THE SUPER SCALPEL, placing the KTM LC8c parallel-twin engine at the very top of the food chain in the midweight segment. In early 2021, the KTM 790 DUKE was upgraded to the KTM 890 DUKE, with more power and improved electronics.

The 2022 KTM 790 DUKE is the continuation of the story which introduced the world to the power and agility of the KTM LC8c parallel-twin platform, with further development offering a true global mid-range motorcycle with READY TO RACE character and performance.

Providing an unmatched riding experience, and neatly filling the gap between the KTM 390 DUKE and KTM 890 DUKE, the KTM 790 DUKE will be reintroduced into the market, with Europe receiving the 95 Hp version, allowing for A2 configuration. The rest of the world will receive the full 105 Hp version. Pricing will start at 8,999 € in Europe, with motorcycles arriving on dealer floors from June 2022.

The latter is powered by the most compact twin-cylinder in its class, generating 105 Hp and 87 Nm. This has been tuned specifically for torque output, providing easy, rideable power. However, an impressive top end ensures the KTM 790 DUKE maintains its excitement throughout the rev-range while meager fuel consumption of only 4,4 l / 100 km means riders can enjoy the twisties long before the low fuel light flashes.

A lot of attention was also paid to ensure the typical DUKE riding feeling of lightness, agility, and sportiness. Handling is not only agile but also very precise thanks to geometry developed specifically for sporty street riding. High-quality WP APEX suspension at each end ensures a perfect connection with the road, and rider confidence at all times.

Like a middleweight boxer in his prime, the 2022 KTM 790 DUKE is a champion of merging agility and hard-hitting punch. More so, it continues the trend of being a leader in the market when it comes to power to weight ratio and equipment levels.

In terms of electronic wizardry, the KTM 790 DUKE boasts the most advanced and complete package in the midrange segment, with standard features such as:

In terms of looks, the 2022 KTM 790 DUKE introduces two new colorways to the mix, with a traditional KTM orange scheme and an all-new gray and black motif entering the fray.

The KTM 790 DUKE needs little introduction, but with its re-entry into the market, and a renewed look to match its already legendary performance and character, the 2022 KTM 790 DUKE is poised to introduce a new generation of riders to the world of DUKE.

A full range of specially developed KTM PowerParts and KTM PowerWear is available for riders to personalize their motorcycles and get themselves geared up in READY TO RACE performance.

It’s good news for KTM fans because the appearance of the video and spy shot mean they are serious about this mid-weight twin-cylinder engine and various model versions.

The 390 Duke also gets an LED headlight and daytime running lights, adjustable brake and clutch levers, new exhaust, a larger 320mm front brake disc and ride-by—wire throttle for smother power delivery.

Riders should enjoy the light display of the new full-colour TFT display. For example, engine revs read-out turn blue during warm-up and change to red when near the limiter.

KTM MY RIDE with hands-free function and audio player is available as an option. It integrates incoming call information and the music program directly into the TFT display. Both functions are operated via a menu switch on the handlebar.

The 1290 Super Duke R gets wider and lower handlebars, Brembo monobloc brakes, MSC with Bosch cornering ABS, WP suspension, an optional, two-way quickshifter+, a multifunctional colour TFT display and LED headlight withdaytime running lights.

It has also had the Euro 4 treatment on the 1301cc engine with a higher 13:6.1 compression ratio. KTM claims it runs smoother, consumes less fuel and cuts down on CO2emissions by about 10%.

However, were I still beset by the hooligan spirit, I’d be all over KTM’s new 790 Duke. And not just for the standard KTM fare of sprightly handling and light weight. I could wax lyrical about its razor sharp handling or the stylish cut of its jib. But, really, that’s not what this new Duke is all about. No, the new mid-sized 790 is, like all KTMs, about the motor.

Nothing unusual about that, you say? Well, what is different, is that, unlike all the other premium street bikes KTM makes that are powered by charismatic V-twins, the 790 is powered by a parallel twin. In fact, it’s a brand-new parallel twin.

Not in this new KTM. Gosh, what a glorious engine. For starters, 105 horsepower gushes from a mere 799 cubic centimetres, an excellent number no matter how many pistons you’re boasting or how they are arranged. For another, despite the high-revving nature of wringing 105 ponies from a mid-displacement twin — the horsepower peak occurs at 9,400 rpm — the 790 is impressively grunty. Rolling on the throttle as low as three grand elicits a satisfying push ahead. Do the same at five grand and the mid-sized Duke fairly rushes forward. This is one fast bike, folks, and the sportiest of parallel twins I have sampled. Aiding and abetting in all this potential is the fact that the Duke, a full-fledged member of KTM’s stripped-to-the-bone “naked” lineup, weighs but 169 kilograms.

Perhaps even more impressive, though, is the engine’s character. Though its two pistons slide up and down bores right beside each other, the thing feels much more like a V-twin. Exactly what type of a vee may be open to debate, but there’s certainly a bit of the offset crankpin to the 790.

KTM’s 799-cc twin is even more peculiar, its two pistons a seemingly out-of-kilter 285 and 75 degrees oriented. In other words, when one piston is at the top of its bore, the other is kinda, sorta down somewhat. Ignore all the jargon about degrees and pistons if you will; just know the KTM twin is completely unique. The marketing mavens from KTM’s California headquarters couldn’t detail the exact effect of that seemingly picayune difference nor could they posit a reason for it other than rendering the exhaust note less phlegmatic. But, like I said, this engine has oodles of character, thrumming under load at low speeds just like a Ducati Monster before screaming to redline like, well, a KTM V-twin, so they must have done something right.

Despite the odd firing order, the 799 cc twin is deliciously smooth. Not one, but two counter-balancers quell any vibes the unusual crankshaft design might create. Again, nothing unusual, right? What’s different, however, about the KTM arrangement is that one counter-balancer is located forward of the crankshaft, as is common in most parallel twins, but the other is built into the cylinder head — driven off the exhaust camshaft, in fact — designed to quell resonance that would occur as the pistons change direction at their odd intervals. Top it off with liberal use of slippery, but expensive diamond-like carbon coating on the cam followers and piston pins, a power-assisted slipper clutch and a forged crankshaft that is a work of art and you have a parallel twin above the normal bargain basement design.

As for the rest of the lightweight Duke, it’s pretty darned impressive as well. Braking power is incredible: four-piston, radially mounted calipers combining with a radial master cylinder and twin, 300 mm front discs for incredible stopping power. Full-sized 120/70R17 and 180/55R17 Maxxis Supermaxx STs add to the sensation with truly sporting levels of traction.

The new Duke also turns right sharpish — cue more mention of its light 169-kilo dry weight again, 24 degrees of rake and a short 98 mm of trail — steering linearly and attacking corners as if bred specifically for that purpose. Which, in fact, we did, hooning about the mountains east of San Diego as if the California Highway Patrol had not a single helicopter in its arsenal. Even the suspension was well calibrated, even though it is pretty basic. Preload is adjustable at the rear and, well, that’s about it. That said, KTM owns WP suspension so, yes, the engineers spent a little more time calibrating spring rates and compression valving. It’s definitely on the firm side of squishy, but it suits the KTM’s intended purpose — lots of sprinting, not so much long-distance marathons — quite well. Besides, there are fully adjustable fork cartridges and a piggyback reservoir rear shock available through KTM Powerparts.

More important, I suspect, is the extensive array — for a low-cost middleweight, at least — of electronic aids with which the 790 is blessed. Not only are there multiple riding modes — I stuck Street ’cause Sport was just a little too twitchy for a non-hooligan — there’s also a multi-mode traction control system guided by a five-axis inertial measurement unit so that the rear Maxxis isn’t overwhelmed. There’s also a Cornering ABS system that prevents wheel lockup when braking while heeled over and KTM even throws in something the company calls Supermoto ABS, which allows you to lock the rear wheel — presumably while Marc Marquez-ing into corners — while maintaining anti-lock at the front. Of course, this would appear to be nothing more than the “off-road” ABS that adventure bikes have been offering for quite some time, but we won’t burst KTM’s marketing bubble. One last bit of electronic gadgetry worth mentioning is the Motor Slip Regulation system, which, using many of the same sensors to determine when you’re calling for too much engine braking automatically feeds a little torque to keep things under control. It works in conjunction with the slipper clutch and, try as I might — e.g., banging down inappropriate downshifts at precisely the wrong time — I was unable to generate any rear wheel chatter/hop. It’s a comprehensive package befitting the 790’s sporting sensibilities.

As for more pedestrian considerations, the Duke’s riding position is surprisingly comfortable, the footpegs set back just far enough and the reach to the superbike-style handlebar a comfortable sporty crouch. The Duke’s seat, on the other hand, was a source of some controversy. Some — like Yours Truly — found it impossibly hard while others (more generous in their personal cushioning?) found it all-day comfortable. The one thing certain is that it is well shaped, broad and flat, if only about half an inch thick.

There’s also a little more high-tech available. Optional on the 790 is KTM’s My Ride, which pairs your smartphone with the Duke’s TFT display and let’s you control music and incoming calls — yes, there appear to be bikers who want to be as distracted on their bikes as they are in their cars — via the handlebar’s menu switch.

KTM is also offering a big bank of accessories for the new 790. If the stocker’s 825 mm seat height is too much for your short inseams, there’s a 20 mm shorter version available. Adjustable footpegs are available as are two iterations of Akropovič exhausts, a more butch set of triple clamps and some bar-end mirrors for those feeling the ’60s café racer spirit.

Finally, as much as I’ve lauded the Duke 790 with fairly effusive compliments regarding handling, power and equipment, I’ve saved the best for last. All this fun and sheer competence is yours for just $11,499, which, by any standard — compared with other KTMs; compared with other naked bikes, yadda yadda — is a screaming deal.

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 journey has been quick and short. All the envious attributes of the LC8c parallel twin that caused a stir and stirred the emotions of riders young and old with the KTM 790 DUKE have found a new boundary. The reaction to the original SCALPEL motivated KTM to work more with the LC8c and line-up something to tease the desire of extreme petrolheads. The emergence of the KTM 890 DUKE R in the early part of 2020 was the answer: a track weapon, as much as a potent blast for country roads that harnessed all the boosted power of the LC8c and added a range of features that almost obliged riders to get their knees close to the tarmac. Now, staying firmly in the exhaust note of the KTM 890 DUKE R, the KTM 890 DUKE brings all the excellence of its acutely focused sister-version to be the new rapier for the road.

The styling of the KTM 890 DUKE will turn heads and the aesthetic makes this slim package of power and punch un-ignorable but the essence of the bike is the compact, light, throbbing source of all the fun located between the two wheels. The bigger displacement from 789cc to 889cc uses a more sophisticated mapping logic and is now pumping out 115 Hp and 92 Nm (10 more horsepower and 5 more newton meters of torque than the KTM 790 DUKE) and the increased rotating mass by 20% ensures better cornering stability and smoother engine action at lower revs and part throttle. Euro5 ready and offering 4,8l/100km through the 14l fuel tank; the speed is offset by keen practicality.

While all the horses are straining to be free, the KTM 890 DUKE can either be gunned or gently guided; creating a large grin for all ages and abilities. The KTM 890 DUKE is "midweight" only through concept, the kilos and the nimbleness of the handling alone: the rest is rasping performance and state-of-the-art ride by wire electronics. This bike will stare down all rivals on the road.

Filtered through the light sensitive, customizable TFT display the rider aids span RAIN MODE (smooth throttle response, maximum traction control, reduced power and anti-wheelie), STREET MODE (standard throttle response, normal TC, full power, anti-wheelie) and SPORT MODE (sport response, reduced TC, full power, anti-wheelie). For those tempted by the full potential of the KTM 890 DUKE the optional TRACK MODE allows the setting to be tweaked for time attacks. Traction control can be increased or lowered on a nine-gauge scale, anti-wheelie can be disengaged, and throttle response has three levels. Launch control fixes the engine at the ideal RPM to assist with pacey standing starts. A 6D lean angle sensor means that the ECU is filtering a wealth of information and input from the bike"s behavior and positioning for optimum feedback.

The handling of the KTM 890 DUKE comes into play with the fitting of the tubular CroMo steel frame with a cast aluminum subframe, stiffly set for a sporty feel and a pinpoint sensation. The LC8c is central again thanks to its role as a stressed member of the chassis. Despite the technical "growth" the KTM 890 DUKE keeps the same weight as its predecessor at a flighty 169 kg (dry). The subframe is innovative with the whole single unit containing the air intakes and airbox; designed to be simplistic, minimal and light. The KTM 890 DUKE glides thanks to updated and upgraded WP APEX Suspension (43mm open cartridge upside-down forks) and gas assisted rear shock. "Ergo" is less purposeful than the all-action KTM 890 DUKE R and created to accommodate a wide demographic of rider, with a lower seat height of 820mm.The KTM 890 DUKE is clearly part of the DUKE family. The lines are unmistakably KTM, where every centimeter of the bike has been combed and analyzed for purpose. There are no unnecessary edges, angles or parts nor plastics that do not contribute to performance of the unique KTM 890 DUKE feeling. As an example: the condensed taillight is integrated into the plate holder, reducing dimensions and freeing up customization for the rear end.

Other details include a full LED lights set, tubeless wheels, superb and well-tested new Continental ContiRoad tires (providing excellent grip in the wet, strong stability and a very short "warm-up" phase) as well as KTM myRide App compatibility. A wide complement of KTM PowerParts (from Akrapovic slip-on exhausts to sprocket covers) and KTM PowerWear options are other elements that help the KTM 890 DUKE become the sharpest tool in the naked bike "box".

Adriaan Sinke, Head of KTM Product Management: “With the KTM 890 DUKE R we knew we were bringing a bike that was distinctly KTM to the market and it was only a matter of time before we could reshape that package to introduce the ideal second generation of THE SCALPEL. We found where we could either improve or offer the rider more than could be found on the KTM 790 DUKE. The KTM 890 DUKE is stuffed with the DNA of KTM: READY TO RACE, technically advanced and engineered to meet the demands of any rider. It takes pride of place in the DUKE family and is another big statement in not only the midweight market but also the naked bike segment. I"d normally tell riders to enjoy this one but, this time, there is really no need.”

Back in September 2019, Bajaj officially launched the KTM 790 Duke in India through its Probiking channel. It is a stellar motorcycle and Bajaj announced import and sales of only 100 units of which 41 were booked/sold within the first 10 days.

As per a new update from Autocar, KTM is offering the 790 Duke at a shattering price tag of Rs 5.99 Lakh ex-showroom which is a whopping discount of Rs 2.65 Lakh on the original ex-showroom price of Rs 8.64 Lakh. This is a massive markdown of nearly 31 percent over the original price. This will mean an on-road price of roughly 7.5 Lakh in Goa, according to the source.

The 790 Duke produces 105 bhp of peak power at 9000 rpm and 87 Nm of max torque at 8000 rpm from its 799cc, 8-valve, liquid cooled, parallel twin cylinder engine. It comes with premium features like Motorcycle stability control with cornering ABS, traction control, slip regulation and four riding modes.

It comes equipped with WP upside down front forks, gas assisted rear WP Monoshock, dual 300 mm front discs and one 240 mm rear rotor, LED headlight, LED DRLs and a full color TFT display with Bluetooth connectivity.

Interestingly, while releasing details and prices of its other BS6 products, KTM has officially confirmed that it will launch the Bharat Stage 6 compliant 790 Duke in India after April (