HEAD2HEAD | KTM 990 Duke R & RC R

[RiderBOT]

KTM unleashes a dose of double trouble

KTM have gone and named the 990 Duke R the ‘The Punisher’ which sounds a bit brutal, but considering other Duke nicknames like the Scalpel, the Sniper and the Beast, the Punisher fits right in once you realise it’s punishing apexes and not you.

I first rode the 990 Duke in Spain for the 30 years of Duke celebration a couple of years ago and the 990 left an impression on me. Not the kind of impression the utterly mental 1390 Superduke left on me; I have a somewhat warmer and fuzzier memory of the 990. It is less trying to kill you and more egging you on to push your boundaries. In Spain, I only rode the 990 Duke on the road, now with the 990 Duke R I got to ride Sydney Motorsports Park and my local roads and even put it up against the fully-faired RC R version.

Turning the Duke into a Duke R is a little bit more involved than the obvious orange frame, subframe, wheels and white bodywork. But this ostentatiously louder appearance is what tells regular punters that your Duke R is a bit more special than the standard one. The most in-your-face upgrade for 2026 is the new full-colour 8.88-inch TFT horizontal dash. It has offline maps for navigation, ride data and is super easy to use with the new intuitive switchgear. What a masterpiece! And its touchscreen works with your gloves on. 

There are extensive upgrades that are a bit less obvious to the naked eye. Firstly, the 947cc LC8c parallel twin engine has been given a bit of a tune up for an extra 7hp to produce 94kW (126hp), while the torque output remains the same at 103Nm. While the 990 Duke was no slouch to begin with, any boost is welcome if you ask me.

Wattie can’t wait to see this new dashboard appear on KTM’s Adventure models

The Duke R suspension is higher-spec WP Apex equipment. The front fork has a 48mm diameter open cartridge system with rebound and compression adjusters. The bigger fork is apparently 34 per cent stiffer than the 990 Duke. To match the stiffer fork there are forged aluminium triple clamps. Out back, only the keenest of eyes will notice a WP Apex linkage type rear shock rather than the direct mount style on the regular Duke. To achieve this there have been some small tweaks made to the main frame and swingarm. The linkage system reduces wheel travel by 10mm, but is tuned towards aggressive riding. The shock is adjustable for preload, high-low speed compression and rebound.

The frame and swingarm have been tweaked to give a 5mm longer wheelbase, and the centre of gravity has been raised 15mm

The wheelbase is also 5mm longer and the centre of gravity 15mm higher to increase agility while still being stable when ridden hard. With all this effort to make the bike faster, the brakes are the next in line for an upgrade.

The Duke R gets Brembo stoppers at the front and rear, plus Stylemas up front with a span and ratio adjustable master cylinder to dial them in to your liking. These are proper Superbike brakes, so you know they fit the bill.

The ‘bars are flatter and 21mm farther forward than the 990 Duke, while the footpegs are mounted farther back and a tad higher for increased ground clearance and a more focused riding position.

Not as focussed as the 990 RC R, it’s still a naked bike with MX-style ‘bars.

With the new dash comes an updated electronics package with sport ABS and Supermoto plus ABS. The switch gear is also updated.

The icing on the cake is a set of sticky Michelin Power Cup 2 tyres to make sure grip isn’t what holds you back from punishing those apexes.

On the track

Our day at Sydney Motorsport Park consisted of us getting some track time right before the ASBK round, where we had both the 990 Duke R and the new 990 RC R at our disposal. I’ve spun plenty of laps around there over the years and couldn’t wait to give the KTMs a good thrashing on home turf.

Our tester felt right at home on the Duke R after just a lap

After a quick rundown on the new dash and switches, we dialled up Track mode, which is part of the must-have tech pack, set ‘anti wheelie’ to very high, traction control and slip control to a middle of the range setting, ripped the tyre warmers off and headed out for a spin. Immediately, the 990 felt light and controllable. While not as aggressive as the 1390 Superduke, the 990 Duke R suspension feels tigher than the standard 990 Duke and the ergonomics feel very natural.

Brembo’s new HyPure calipers are the stars of the show up front

While naked bikes are generally aimed at road use, this Duke R feels like the racetrack is right in its design brief. The slightly more aggressive ‘bars put more weight over the front and the extra ride height is welcome. The cornering ground clearance is amazing and I was soon getting decent lean angles and dragging my knee without feeling that anything else was going to scrape on the ground.

This angle shows the effort put into increasing ground clearance

After just one lap, I already felt like the Duke R and I had been best friends forever, it felt so right on the track. The engine sounds purposeful and angry but the exhaust is well and truly drowned out by wind noise on the faster sections of the circuit. Luckily the airbox intake is right under the seat and sounds glorious at full send.

I can’t say I can really felt the extra power without running the standard 990 Duke back-to-back but the R feels fast. The parallel twin’s torque pushes it well off the lower end of the rev-range out of corners. Even with sticky track-capable tyres, getting hard on the gas early while still cranked over will break the rear end of the R loose before some gentle riding advice is offered by the ECU. While in track mode, the MTC setting is available for on-the-fly changes by a quick tap of the + or – on the left handlebar. I reduced the assistance to level 2 and immediately felt the difference.

The rear end squirmed across the bumps, fought for traction more naturally and felt alive as I banged gears with the quickshifter. This is where the most fun is had. I need not have worried about setting the wheelie control to anything above low. Around SMSP, the few places where power wheelies occur naturally saw the 990 in the wrong gear with the revs too high to pull a sick minger. Across the hill after turn three it would loft very slightly as the track drops away and that’s about all. 

Twin 320mm discs with four-piston radial-mounted calipers are part of the Brembo Stylema brake package

The brakes on the R are fantastic right out of the box. They are way more powerful than most would ever need. Backing it into slow corners is super easy with ABS in Supermoto+ mode. This keeps the ABS on at the front while allowing slides and stoppies. With the ABS on at the front, it feels safer when trail braking deep into a corner. The stiffer front fork and triple clamp no doubt add some extra confidence in this area as the R feels very composed on its nose heading towards an apex.

Seat is okay for quick blasts but a pillion perch is an optional extra

Having a chassis this capable and predictable with enough power to get into trouble hits the spot. While not hanging on for dear life, I felt I had so much time to work on lines and enjoy the ride, while still punching out decent lap times. For a naked bike without an ounce of aero, it certainly holds its own on the track.

 

On the road

The 990 Duke R is the most ratbag capable bike this side of a Supermotard. This bike is purpose built for the twisties while still being comfortable enough for commuting and longer rides.

This bike is made for carving up corners. It feels light and taut

Before letting rip on the road, I added some preload to the rear so the sag was right for me. With the help of the friendly KTM folk, we set the + and – buttons on the left switch block to no longer control the traction control setting, but to control the wheelie control height instead, hooked up my phone and checked I had the latest offline maps downloaded, set the bike to Sport mode and pointed it in the direction of home.

Out on the road, the Duke R is like an old pair of boots; it just feels right. The clutch is very light, the ‘bars are right where you want them on a naked, the seat is reasonable and there are no nasty surprises.

The fully-faired RC R takes the experience to a new level

The ride modes are easy to change on the run and there are custom modes to set everything up to your preference. I found it best to run in track mode all the time once I set the throttle mode to sport. When in track mode, the dash displays your MTC and wheelie control settings along the bottom of the screen. Cruise control now works even in track mode. When cruise control is not active, the cruise buttons become the MTC adjustment if you have the trigger + and – set to wheelie. Or you can reach over and press the screen to change the settings. When you have navigation on, it takes over the whole screen or you can have it just taking up half of the screen. This new dashboard is something else! I reckon it will be the dog’s bollocks on KTM’s Adventure bikes.

Out on the backroads the Duke R gave more feedback of the surface than I remembered of the regular 990 Duke. The stiffer suspension and linkage are to thank for that. If you’re after a super-plush, riding-on-a-cloud feeling, this is not the bike for you. The R communicates with you. You can feel the road surface through the ‘pegs and ‘bars and you can feel the bike moving around when you hit rough sections. It doesn’t bottom out but the suspension is sporty.

The steering geometry is aggressive but is still so balanced. Something I noticed on the original 990, and it carries over to the R, is how easy it is to steer; you don’t have to fight it, ever. You just give the ‘bar a gentle push and you go there. It doesn’t fall into the corner or want to stand up; it’s just naturally neutral and light to steer. The more you push it, the better it feels.

 

The nitty gritty

If 14.8L of go-fast juice sounds a bit small for a road bike, don’t worry. The LC8c engine is pretty frugal when tootling along normally and even when you ring its neck, it doesn’t use a great deal. I got about 5.8L/100km riding like a bit of a menace, which will still see you getting over 200km out of a tank. If you were cruising, you would do 250km without fuss.

That exhaust makes the right noises, especially a racetrack popping on the over-run

Now for the demo mode. Yes, it has demo mode, yes most of the fun stuff stops working at 1500km. But nobody in their right mind would buy one of these without the tech pack. Just, please, budget for it in the purchase price and get on with the skids and wheelies.

The Track Pack is $832, it gets you nine levels of TC adjustment, launch control, track mode, two custom modes, five-level anti-wheelie, laptimer, track throttle mode and on-board telemetry screen with lean angles and throttle position etc. Or for $1,649.78 you get the full Tech Pack, which includes the Track Pack plus quickshifter, MSR (slide control) and cruise control. A complete no brainer if you ask me.

The Duke R’s suspension has been tweaked for the RC R

The Duke R also now has a four-year premium warranty. To keep it valid you have to get it serviced at an authorised KTM dealer.

What is not to love about the 990 Duke R? Out of the Duke line-up it is the pick of the bunch in my eyes. While the 1390 Superduke is naked bike insanity, for most riders it can be a bit much. The 990 is a sweet spot in the range. It has plenty of power, chucks wheelies for days in the lower gears, corners like a Moto2 bike with motorcross ‘bars, and is cheaper to buy, insure and maintain. That feels like a win to me.

That feels like a win to me.

 

PROS – Handling, apex slayer and enough power to get you in trouble while being controllable at the same time.

CONS – You really need to budget for the Tech Pack to take full advantage of what’s on offer. Pillion seat is extra.

 

DO YOU WANT FAIRINGS WITH THAT?

While a little behind the original schedule, the 990 RC R is in Australia and we got to take it for a thrash. Adam Child attended the world launch and wrote all about it in the 2025 Yearbook (Vol 75 No.08). Check that out for the full rundown.

The 990 RC R was created for KTM to enter the Supersport World Championship under the new NextGen rule set while offering a proper sportsbike for punters to ride on the road.

The 990 RC R shares much of the same parts as the 990 Duke R, such as the frame, swingarm, suspension, engine, dashboard, electronics and wheels. The bodywork is inspired by the MotoGP RC16 with wings for optimised downforce. The fuel tank is larger and shaped for the different riding position. The suspension settings are obviously different, as are the triple clamps, ‘bars, exhaust, brakes, footrests and engine mapping.

Just a hint of MotoGP-Moto2 cleverness about the RC R

I can’t help but think that all those years of KTM running a Moto2 bike have come back to pay dividends. Jumping off the Duke R and onto the RC R was strange; how can something with so many similar parts feel so different? I’m not sure what I expected, but I’m super impressed by the RC R. Yes, it’s a head-down, bum-up kind of riding position, but it’s fairly generous for space and not as extreme as it could be. The ‘bars are wide for a sportsbike, the seat is firm and there is a windscreen to tuck down behind.

As I arrived at the first corner, I was met with one of the biggest and most underrated changes. The brakes! Brembo’s new HyPure calipers are up front. They bite harder than the Duke R’s Stylemas and were a shock to the system, but I learnt to love them immediately. They are the best brakes I’ve ever ridden. If the Duke R punishes apexes, the RC R annihilates them. Having extra weight over the front helps corner entry and trail braking, and the front feels more planted on the gas, possibly thanks to the winglets. The power feels the same, but when you can tuck in under the bubble on the straights it cuts through the air a bit better. The exhaust sounds a bit nicer and it pops and burbles a bit as you back off.

The more aggressive riding position makes it feel faster than the Duke but the stopwatch told the truth. I was only half a second faster on the RC R around SMSP. Although, I think I used less energy not having to hang on so hard down the straight as on the naked bike. On the short road ride, the RC R was easy to live with. Cruise control was sweet on the highway and handling was phenomenal in the twisties. The seat is a bit firm to do a trip on it, however.

I was really impressed and would love an RC R in my shed.

 

SPECIFICATIONS

ENGINE

Type Liquid-cooled, DOHC, eight-valve, parallel twin
Bore & stroke 92.5mm x 70.4mm
Capacity 947cc
Compression ratio 13.5:1
Fuelling Dellorto 46mm throttle bodies
Transmission Six-speed
Clutch Wet, PASC slipper, cable operated
Final drive Chain

PERFORMANCE

Power 94kW (126hp) @ 9500rpm (claimed)
Torque 103Nm @ 6750rpm (claimed)
Top speed 230km/h (estimated)
Fuel consumption 5.8L/100km (tested)

ELECTRONICS

Type Bosch EMS, ride-by-wire
Rider aids ABS, cornering traction control, quickshifter, launch control, wheelie control, cruise control.
Modes Rain, Street, Sport, Track and Custom

CHASSIS

Frame type Tubular steel with engine as stressed member
Rake 65.9°
Trail 100mm

SUSPENSION

Type WP Apex
Front: 48mm telescopic fork, compression and rebound adjustable, 143mm travel
Rear: Monoshock, high speed and low speed compression, rebound and preload adjustable, 148mm travel

WHEELS & BRAKES

Wheels  Cast alloy 
Front: 17 x 3.5in Rear: 17 x 5.5in
Tyres Michelin Power Cup 2
Front: 120/70 ZR 17
Rear: 180/55 ZR 17
Brakes KTM, Bosch ABS
Front: Twin 320mm discs, four-piston radial mounted calipers
Rear: Single 240mm disc, single-piston caliper

DIMENSIONS

Weight 190kg wet fully fuelled (claimed)
Seat height 840mm
Wheelbase 1481mm
Ground clearance 210mm
Fuel capacity 14.8L

SERVICING & WARRANTY

First service 1000km
Minor 15000km
Major 30000km
Warranty Four years premium, unlimited km

BUSINESS END

Price 990 Duke R, $23,995 (Ride away)
990 RC R, $24,995 (Ride away)
Colour options Orange
Contact  www.ktm.com/en-au

The post HEAD2HEAD | KTM 990 Duke R & RC R appeared first on Australian Motorcycle News.