KTM 890 Duke GP 2023 — Specifications

The 890 Duke has adopted the “GP” designation to name its standard version. It’s not here to prepare the slider but to recall KTM’s commitment to Grand Prix racing. The color schemes are inspired by the RC16 MotoGP theme.

Doesn’t that ring a bell?! Yes, the 2021 Tech3 edition Duke. It seems that KTM was very satisfied with the performance of its French satellite team, to the point of honoring it on this mid-market roadster. With a seat cowl included.

For the Duke, the terms ride, go for a spin, go for a ride, go for a stroll... don't exist. Regardless of displacement, 125–390–1290, KTM roadsters have a fever running through the frame. The headlights reflect expressions such as wheelies, nervousness, and calibrated menace. That’s why the 890 Duke is planting its fangs into a category its predecessor had begun to bite into. Displacement and watts have dictated their laws, with an even more interesting potential for the “Scalpel.”

This affectionate nickname has accompanied this Duke since its introduction in 2019. A displacement of a time, and manifestly insufficient for it. It will only keep it for 3 years. After envying its 890 R sister, it has appropriated the same engine profile with 90 cm3 more than before. More displacement is also more practical for passing Euro5. An increased compression ratio, a little more stroke and bore for the Matighoffen twin, larger diameter valves, forged pistons and connecting rods, a 20% heavier crankshaft, and more aggressive ACTs optimize the LC8c engine. This results in 10 gained horsepower, displaying a serious 115 horsepower at 9000 rpm, without forgetting a gain of 0.6 mkg. The redline benefits from progressing to 10500 rpm. The secondary transmission retains its anti-dribble clutch (lightened) but loses the Up&Down shifter, transferred to the option tier.

As the motorcycle doesn’t gain a single kilo in the process, we can expect a Duke that is faster, more alert, and capable of confronting the 890 MT-09, 937 Monster, and Z 900 with tenacity. Going for the Street Triple RS? It will leave the job to its R counterpart, which yields 6 horsepower and a pinch of torque. This avoids family squabbles.

We might still fear a few for the sister photo shoot. Don’t look for the slightest difference in design between the 7 and the 8 – it’s all the same, all copied, all pasted. Only the graphics distinguish them from each other. Frame, swingarm, headlight, tank, saddles, handlebars, mirrors – everything is taken from the 790. Has the 890 only changed on the mechanical side? No, because the Duke also takes the opportunity to review its suspension, an area where the first version received some criticism. WP remains the indispensable supplier for the 43 mm APEX inverted fork, benefiting from new springs to better hold the motorcycle during braking. The White Power APEX rear shock also gains a new spring for more progressiveness. Adjustment possibilities remain unfortunately too limited, with only preload for the rear element. Again, the 890 Duke invites you to meet the R if you want to refine the chassis.

This improvement proved necessary due to the grievances against the 790. The increase in power also encouraged a review of the suspension accordingly. KTM also thought about improving the brakes; sparingly. New brake pads are inserted into the 4-piston radial calipers. Then wait for the effort on 300 mm discs to calm this lightweight roadster weighing 169 kilos. This contraction, whatever its vigor, will be coached by an ABS with multiple faces. It is reactive to the machine's inclination, in order to avoid a wobble during braking on the angle. And also playful: in Supermoto mode, it acts only on the front wheel to allow beautiful rear slides. For those who have the trade in their boots.

From the electronics in the brakes; as well as a bit everywhere. Few bikes escape it now; none at KTM. This begins with all-LED lighting and daytime running lights, the 4.3-inch color TFT dashboard, traction control, anti-wheelie, a 6-axis inertial unit to make the assists more sensitive and more effective, and concludes with the 3 Riding Modes (Sport – Street – Rain). If you want, you can reignite the debate with the optional Track mode, the engine slip regulation system (MSR), the Up&Down shifter, and the KTM MY RIDE app to pilot music and smartphone calls. Let's see what these Modes have in store:

- Street: The Duke delivers all its power, with a responsive throttle and traction control set to an intermediate level. - Rain: Less engine power, a more progressive throttle response, and traction control at the limit. - Sport: All 890 power with a more direct and nervous throttle response than in Street mode, with traction control set to the minimum and electronics allowing a little wheelspin for maximum traction. Track: Allows the driver to parameterize the throttle response (3 levels), the intervention of Traction Control (9 levels), activate or not the anti-wheelie, as well as the launch assistant.

With such a sharp design, in the most elementary line of the Kiska style, we are always a little surprised when the bike talks about ergonomics and comfort. For example, the saddle has been lowered by 5 mm. Not much, but it can make a difference for some. The handlebars are more ambiguous, with 4 possible positions at the fork yoke and 3 in pivoting. Brake and clutch levers are also adjustable, thanks to a small wheel.

The time is long gone when the mid-cylinder Duke was called 620, threatened the laces with its supermotard profile, and thrashed its 609 cm3 mono pushed to a formidable level of power. Very exclusive, it presented itself as a machine apart and formidable but little suited to seduce the majority of mid-size wolves. The 790 arrived to offer a machine more capable of conquering the segment. With the 890 Duke, KTM offers a corrected and boosted version, while taking care not to cannibalize the more Racing version. As the competition has also raised the level and displacement of the engines, the confrontations will only be more interesting.

M.B - Photos constructeur