This KTM 790 Duke is a famous motorbike for riders. We will tell you all the specifications and features of the KTM 790 Duke. The KTM 790 Duke R has been field-tested overseas and is nearing production-ready status. Compared to the standard model, the “R” is equipped with a premium WP Apex Pro suspension unit, adjustable rear foot pedals, Brembo’s latest brakes, and a built-in triple fix.
The engine also has additional sensors that can make sense of Euro 5 compliant engines. And the KTM company will be launching another new Motorbike this year, which name is KTM 790 Adventure motorcycle or we can say mountain motorcycle. So, first of all, we talk about The KTM 790 Duke. Let’s have a look at the specialties of this bike.
KTM 790 Duke
The KTM 790 Duke’s grille frame is lined with an integrated aluminum subframe to reduce overall weight. The design language is a typical component of the KTM series, with a distinctive fuel tank, inverted Pitchfork LED headlights, detachable seats and chunky LED taillights. When the exhaust unit is placed under the seat, the smallest body panel saves a lot of loads.
The KTM 790 Duke comes from a 799 cc parallel twin-cylinder motor, the manufacturer’s first electric motor, paired with a 6-speed gearbox and designed to produce peak torques of 103 bhp and 87 Nm. The engine is expected to be easier to handle with its 75-degree crank offset and 435-degree ignition sequence. The forged piston and two counterparts are designed to minimize vibration.
The 790 Duke weighs just 189 kilograms (marked) and has a power-to-weight ratio of up to 612 bhp, making it the best in its class. The bicycle has a 43mm USD front fork suspended at the rear, a single impact device suspended at the rear and a 300 mm double disc at the front wheel and a 240 mm single disc (with brake caliper) at the rear for braking tasks. The bike rides on 17-inch alloy wheels wrapped in Maxxis Supermax ST tires.
In terms of electronics, the KTM 790 Duke has a complete electrical kit that fits into the slit and offers four driving modes-Sports, Street, Rainy and Raceway-with Bosch EMS with RBW. This bike is equipped with 9 levels of traction control, start control, wheel control, slipper clutch, and quick shifter. There is a six-axis, 9-stage traction control system based on IMU, with inclination sensitivity, cornering ABS with Supermoto mode, engine brake control, launch and pulley control, and a two-way fast shift lever.
KTM compared the 790 Duke to a scalpel for its dynamics, but the motorbikes look so sharp, it was probably using the One. The pointed design has a familiar air about it, as the headlamp design is exactly the same as the 390. The 110-section front tire and twin 300mm discs are sharp to remove any doubt about this 790, however, the fuel tank also looks very distinctive with this hump and sharp extensions. So the frame is a highlight tool — not so much for the way it looks, but for the fact that KTM probably shrinks it around the engine. How compact the frame is.
The bolt-on, aluminum rear subframe integrates air intake on both sides, which has also contributed to making the motorcycle compact. The rear end is relatively simple, although superbike shape, the 180 segment tire makes for an attractive stance. Most importantly, the 790 looks surprisingly small in flesh and not significantly larger than the 390 Duke. Then there is the instrument cluster which is a full LCD display and is quite compact but packed in a lot of accessories and very digestible even in harsh sunlight.
Performance And Engine
KTM planned the new arena with the 790 Duke, as this was the first motorcycle to utilize a parallel-twin engine. KTM calls it LC8c where 8 represents the number of valves while C is for a compact. And the engine is very compact because it is very tightly packed. The outputs of the 799cc motor at 105PS and 87Nm just sound on par or even lower than the competition, but at a dry 169Kg, the Duke is one of the lightest middleweight naked.
This, coupled with the engine’s strong lower end and midrange grunt and even stronger top-end performance, as well as the engine’s quick-waving nature, make this one a seriously fast motorcycle. Keep this under 5,000 rpm and the Duke also feels surprisingly friendly and even beginner riders will find this easy to ride. But deliver this stick and the 790 Duke responds with aggression that ensures experienced riders break into a smile.
There is also a progressive feel to all of this — torque is sent in a very linear fashion to the rear line, even if there is some serious attenuation. We think the 790 Duke would be a sub-4-second 0-100kmph time clock and in fact, the 200kmph test was sent straight down the track with the utmost ease.
The performance of the linear engine also ensures excellent drive from the corners and of course, the electronics are with your back, opening the throttle out of the corner comes naturally to you at 790 Duke. Overall, the engine is very sophisticated as well as seriously powerful, as you would expect from the manufacturer of KTM. The gearbox also works well, with lighting, precision shifts and a bi-directional quickshifter acting like a charm every time, especially when it comes to hammering gears before corners.
The WP to 43mm inverted front forks is non-adjustable, while the rear monoshock only provides preload adjustment. Not even once on the track did we feel the need for adjustment, but how good the setup is. The suspension at both ends is fully in sync with each other and provides a firm, planted feel at all times. Braking hard at high speeds, moving at over 200 Kmph or bending deep into corners is the immense confidence provided by the suspension in combination with the chassis.
The 790 Duke is also very forgiving and, in fact, with the confidence it provides, the bike hunts at a higher speed than you would expect from yourself, attacking the Corner and hunting for the Apex. That said, riders are upgraded to their first middleweight naked, which is certainly affected by friendly maneuverability, while those used for larger machines will appreciate its sharpness and agility, especially when you bike. Violently blow from one side to the other.
While it remains to be seen how the ride quality is on our roads, the test track we rode has a few bumper ones, including the mid-corner ones and the 790’s suspension soaking them well. A big credit for the handling also goes to Maxxis tires. The 790 is probably the first big bike I’ve shaken with Maxxis rubber and I’m completely impressed with the grip level at the very edge of the contact patch, mainly the 180-section rear, which has a rounded profile. Then there are brakes, which are affected by their progressive bite and allow you to squeeze a fist of the lever without thinking twice and let you shed faster.
All without electronic devices would be difficult to handle and control performance, and the 790 Duke has one of the most complete suites in its class. With power distribution and ABS intrusion levels, rain, road, sport and track modes are available to choose from. The tracking mode allows for more customization. Then there is also wheelie control, cornering ABS and pitching control. Hell, the 790 Duke also comes with a serial steering damper!
At the launch, many felt that the ex-showroom price of Rs 8.63 lakh is on the upper side. But after having gone through a test track. We can confirm that the bike is priced quite well. Even more so when compared to similar European motorcycles, especially in terms of electronics, such as Triumph Street Triple RS and Ducati Monster 821. Of course, it is more expensive than its Japanese rivals such as Kawasaki Z900 and Suzuki GSX-S750.
But if you have any questions about the price, Duke will be more than happy to convince you with its impressive performance and handling. It can be surprisingly easy to drive or an absolute thug, depending on how you want it to behave. Personally, we are Supermotos fan for its fun factor and the 790 Duke is very close to those levels, without really being one. And yes, as KTM rightly calls it, the 790 Duke is a scalpel.
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KTM 790 Duke STD Features And All Specifications
|Body Type||Sports Naked Bikes||ABS||Dual-Channel|
|Body Graphics||Yes||Starting||Self Start Only|
|Seat Type||Split||Pass Switch||Yes|
|Low Fuel Warning Lamp||Yes||Clock||Digital|
|Low Battery Indicator||Yes||Step up Seat||Yes|
|Passenger Footrest||Yes||Cooling System||Liquid Cooled|
|Engine Type||Parallel Twin-Cylinder, 8-Valve, DOHC||Engine Displacement (CC)||799 cc|
|Torque (Nm@rpm)||87 Nm @ 8000 rpm||Power (PS@rpm)||104.6 PS @ 9000 rpm|
|Stroke||65.7 mm||Bore||88 mm|
|Drive Type||Chain Drive||No Of Cylinders||2|
|Fuel Type||Petrol||Valve Per Cylinder||4|
|Transmission And Brakes|
|Transmission Type||Manual||No Of Gears||6 Speed|
|Brakes Front||Disc||Brakes Rear||Disc|
|Performance And Fuel Economy|
|Braking (60-0 Kmph)||15.67m||Braking (100-0 Kmph)||41.56m|
|0-60 Kmph (sec)||2.09 s||Mileage (Highway)||24.47 Kmpl|
|Braking (80-0 Kmph)||27.22m||Mileage (City)||20.15 Kmpl|
|0-100 Kmph (sec)||3.68 s||Braking 60-0 km/h||15.67m|
|Chassis and Suspension|
|Suspension-Front||WP upside-down||Chassis||Chrome-Molybdenum Steel Frame|
|Tyre And Wheels|
|Tyre Size||Front :-120/70-17 Rear :-180/55-17||Wheel Size||Front :-17 inch, Rear :-17 inch|
|Tyre Type||Tubeless||Wheels Type (Pressed Steel/ Alloy)||Cast Aluminium|
|Dimensions And Electrical|
|Dry Weight||169 kg||Wheelbase(mm)||1475 mm|
|Length||2128 mm||Ground Clearance (mm)||186 mm|
|Seat Height||825 mm||Fuel Capacity (Litres)||14 L|
|Tail Light||LED||Front Brake Diameter||300 mm|
|Rear Brake Diameter||240 mm|
|LED taillights||Yes||Turn Signal Lamp||LED|
The KTM 790 Duke Motorcycle is a cracker! Compact, lightweight and versatile, it is not a tight wound-up motorcycle with a sudden increase in power that will surprise you. There is enough pulling power in the low and mid-range, and it can be a revelation if you start to locate the high end of the powerband, clicking fast through the gear shifter. At ₹ 8.63 lakh ex-showroom, you could argue that it is on the expensive side, with non-adjustable suspension and all.
After all, it is a KTM, and with Bajaj Parentage if only partially, it needs to be at least a million or a million more affordable to make it more unique. At that price, it is still more affordable than the Triumph Street Triple RS or Ducati Monster 821, but it is still more expensive than the Suzuki GSX-S750. And given that this should be a logical upgrade from existing KTM 390 Duke owners within the KTM family, The Scalpel seems like an expensive proposition.
If you don’t consider the price, the KTM 790 Duke is still an excellent choice, as a daily in-city commuter, or even engraving a racetrack or a twisty mountain street corners. It is relatively light, surgically accurate and has more than enough performance to keep most riders entertained. If We were looking for a streetfighter, in my view the KTM 790 Duke is one of the top three or four middleweight naked people. Yes, it can be all the bikes you need!