Production specifications and pricing for the 2020 KTM 890 Duke R were released earlier today. All of the details are contained in the press release below, followed by the KTM launch video.
The 890 Duke R is no upright, comfy streetbike. The ergonomics are decidedly aggressive – reflecting the sport-focus of the bike. With a suggested U.S. price of $11,699, there is a lot of value here, including top-drawer Brembo brakes and adjustable suspension, together with the latest electronic aides.
With close to 120 horsepower motivating 366 pounds of claimed dry weight, the 890 Duke R should be both fast and flickable. We understand a limited number of bikes will be available in the U.S. shortly. Here are the details from KTM in a press release, followed by a video:
MSRP: $11,699 USD/ $12,599 CAD
THE SUPER SCALPEL
With the lightweight, compact and razor-sharp packaging of the KTM 790 DUKE as its starting point, the KTM 890 DUKE R brings out the best in the DUKE thanks to increased power and torque from the new 890 cc engine, ‘racier’ ergonomics, performance BREMBO brakes, fully adjustable WP APEX suspension, and enhanced electronic rider aids—just to name a few of the performance features that come standard on the “R.” It was designed to be a sportier and edgier no-compromise naked motorcycle for conquering twisty mountain roads or hard riding on the racetrack. The KTM 890 DUKE R is the ideal machine for the motorcyclist wanting a more extreme experience or searching for bigger thrills in a compact and agile package.
2020 KTM 890 R DUKE HIGHLIGHTS
- Extremely powerful, torquey parallel twin 890 cc DOHC engine with electronic fuel injection, dual balancer shafts, PASC slipper clutch and Ride-by-Wire for a smoother and more refined response.
- Based on the parallel twin of the KTM 790 DUKE, the engine features an increased bore and stroke, higher compression ratio and rpm ceiling, larger valves and a new piston design coupled with new connecting rods and a new crankshaft, all wrapped in new engine cases.
- New crankshaft with 20% more rotating mass for improved engine character at constant speed and improved cornering stability due to its gyroscopic effect.
- New sensors specifically developed for KTM by DELL’ORTO in each throttle body to measure the manifold pressure and adjust the mixture accordingly, allowing individual mapping control per cylinder.
- New box piston features 10 gram weight reduction despite larger bore, three piston rings and a bronze conrod bearing to support the increased RPM and power.
- New cylinder head developed to accommodate a set of larger 37 mm intake and 30 mm exhaust valves, a new camshaft with increased lift and more aggressive profile and a new balancer shaft to match the increased RPM and increased rotating mass.
- Faster gear changes have been achieved through shorter shift lever action. This is combined with new settings for the optional Quickshifter+ to improve clutchless up and down shifting action.
- Precise, ultralight tubular Chromium Molybdenum steel frame with a cast aluminum subframe.
- Fully adjustable, cutting-edge WP APEX forks feature split function damping for excellent response, stability and tuneability.
- Fully adjustable WP APEX shock offers high and low speed compression settings, as well as rebound adjustment. A hydraulically adjustable preload adjuster allows for quick and easy tuning on the fly.
- 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.
- Powerful BREMBO Stylema brake calipers paired with lighter 320 mm floating front discs offer unmated stopping power and a 1.2 kg (2.6 lbs) reduction of unsprung weight.
- BREMBO MCS master cylinder allows the rider to adjust lever ratio and brake feel.
- Cornering ABS with Supermoto ABS for rider-centric control.
- A completely new generation of lean-angle sensitive MTC (Motorcycle Traction Control) now uses two different controllers (a wheelslip controller and a pitch angle controller) to offer advanced traction control behavior and settings.
- Selectable ride modes including Sport, Street, Rain and optional Track allow for easy changes to engine and MTC character.
- Optional Track mode includes 9-level adjustable traction control, launch control and anti-wheelie off.
- Multifunctional dashboard with full-color TFT display is bright and clear.
- Premium Michelin Power Cup tires offer exceptional grip in all track and street conditions.
- Sharp aggressive styling runs from the front to the rear for a look that is pure DUKE and includes an orange powder coated frame, standard on “R” models.
- LED headlight and LED daytime running lights for excellent visibility and illumination.
- Die-cast, open-lattice swingarm is precisely manufactured and has been optimized for stiffness while still offering excellent flex characteristics and features a steeper angle for increased stability.
- WP steering damper fitted as standard and set up to feel as natural as possible, giving the rider a secure feeling while keeping the agile riding character of the bike.
- New, flatter tapered aluminum handlebar offers a more aggressive riding position and is adjustable in 4 positions on the triple clamp and can be rotated in three further positions.
SPECIFICATIONS
Engine Type: Parallel Twin, 4-Stroke, DOHC
Displacement: 890 cc
Bore/Stroke: 90.7/68.8 mm
Starter: Electric; 12V 10Ah
Transmission: 6 Gears
Fuel System: DKK Dell’Orto, 46 mm Throttle Body
Lubrication: Pressure Lubrication with 2 Oil Pumps
Cooling: Liquid Cooling with Water/Oil Heat Exchanger
Clutch: PASC (Power Assisted Slipper Clutch), Mechanically Operated
Ignition: Bosch EMS with Ride-By-Wire
Frame: CroMoly Tubular Steel, Engine as Stressed Member
Subframe: Cast Aluminum
Handlebar: Aluminum, Tapered, Ø 26/22 mm
Front Suspension: WP APEX USD Ø 43 mm
Rear Suspension: WP APEX Monoshock
Suspension Travel Front/Rear: 140 mm/5.5 in; 150 mm/5.9 in
Front/Rear Brakes: Disc Brake 320 mm/240 mm
Front/Rear Wheels: 3.50 x 17”, 5.50 x 17”
Front/Rear Tires: 120/70ZR17”; 180/55ZR17”
Steering Head Angle: 24.3º
Wheelbase: 1,482 mm ± 15 mm / 58.3 ± 0.6 in
Ground Clearance: 206 mm / 8.1 in
Seat Height: 834 mm / 32.8 in
Tank Capacity: 14 L / 3.7 gal
Weight (without fuel), Approx: 166 kg / 365.9 lbs
Looks like a winner. I appreciate the factual video, much better than music and a millennial meeting friends for tofu while riding trough some exotic place.
An exciting feature I seen is that cruise control will be available for the 890!!! This makes the bike strong for my next motorcycle purchase. Hopefully they will be out around September and maybe going to a dealer for a test ride may be possible.
First bullet says “dual balancer shafts”. I guess they are counting the crankshaft as one of those, because I only see one additional balancer in he exploded engine view in the video.
I still consider the counterbalancer in the head as one of the two balancer shafts.
I understand why Dirck went the 790 adventure way…still no cruise control and other ergo issues . Want a speed/touring bike and lacking that cruise feature with an electric throttle makes me go the adventure route. Or probably the Norden 901 route so my Husqvarana 501 has a friend.
KTM: Awesome bike.
Enough with computer renderings. What’s wrong with images of a real motorcycle?
The only 890’s in circulation are with KTM – there are none released as of yet. These photos appear to be studio photo’s of an actual bike with the background over exposed (lighting behind and to the side of the bike, shot away from the bike)with some photoshop work to remove stands and shadows.
Can an 890 Duke GT be in the works? Wind protection, hard bags, more relaxed rider triangle? Leave the engine alone, though – if I never hear the phrase “retuned” for torque again in my life I’ll be happy. It usually seems to result in fairly little additional torque, and a lot less HP.
“Retuned for Torque” is not part of KTM’s operating method. Whether naked, adventure…whatever…KTM leaves the engine the same.
From my chair, easily the best-looking KTM of the modern era. The mechanical bits look so cool… Also happy you don’t need to be careful at overpasses with the tail section.
I think that photo of the suspensions with the discs is beautiful, I think it’s a first.
I remember those ol times of dead trees magazines (was it sport rider?) with the photos of the 954RR without the fairings and fuel tank… pure metallic and mechanical pron.
KTM does it again, trying to take my hard earned cash. Gotta love the light weight and high horsepower. I’ve had several (and still do) KTM’s, I really like the way they do the performance end of things. Looks wise I’m not smitten by any of them but I can overlook that because they are engineered to excellence. Horse power done right. Oh, the seats are torturous too, every one of them that I’ve owned are just plain bad. Must be style over comfort. If they’d get that part figured out I would have no complaints.
KTM rules!!
I think it’s funny that you love motorcycles that are hard to look at and even harder to sit on. I’m teasing you a bit, but seriously…try a Triumph. 🙂
Or Aprilia!
I suspect I’m in the minority here, but I wish they would have set it up to be easier to race. A lower tank that would be easier to tuck into, set up for clipons and fairings with a belly pan. Seems like at that displacement (I think 890cc can run MW) and power from a twin it would competitive as a middleweight. I know their slogan is “ready to race” but none of their road bikes, except the rc390, actually are.
Not sure why Dirck didn’t just get a 790 Duke, rather than the 790 ADV which he then set about transmogrifying, but I kinda doubt there is much of anything he would need to do to this 890 Duke. Right out of the crate, it would probably tick off all the boxes.
Wonder whether the higher bars of the 790 would swap right in on this one. If so, that option would leave precious little reason to buy anything else in this class.
Wanted an all-around bike. I tested all the recent Dukes. The 790 Adventure has better ergos (much better leg room, more upright, etc.), wind protection, greater suspension travel (for occasional off road), and much greater fuel capacity (5.3 gallons versus 3.7). I want to tour on the bike, occasionally. I do envy the adjustable suspension on this new Duke, as well as those sweet Brembo brakes. Good value in this new Duke, IMO.
Didn’t realize the ADV’s seating position is that much more comfortable than the 790 Duke’s, which already seems fairly upright, with decent legroom. Wind protection? Does that vestigial shield on the ADV really provide much protection, and does it do so without adding a bunch of noisy buffeting, which is usually the case whenever one adds a small windshield to a bike with an upright seating position.
As for the size/travel disparity between each bike’s fuel tank and suspension travel, yep, you got me there.
Interestingly, the lower fuel tank sections keep much of the wind off of my feet and legs. The stock wind screen is better than nothing (ie, a naked bike) IMO, but I will be modifying that as well, and discuss this in a future article.
Gotta believe there’s going to be some smoking deals on the 790 this year.
Yup, sub $8k for Duke 790’s is now common.
What southbound said plus more traditional styling. I really hate having to sneak up on my own bike. Love the top shelf components!
Seems like a lot of bike for the money. I had just gotten used to the headlight and now the exhaust looks a bit odd. KTM really has been coming on strong the past couple of years.
This thing looks wicked.
I make the same comment every time about these bikes. I have the skill to ride them but the body won’t contort anymore. I want a bike like this that weighs 365lbs (like this) and makes 121 HP (like this) and has more “universal” ergonomics. I think my age group would buy it in unexpected numbers. Fun fact; the original Triumph Bonneville only weighed 370. It’s taken all these years to get a current mid range bike back down to this weight class. I think average ergo’s would be a hit.
It does have a pretty flat handlebar. I wonder if it has long enough cables and hoses to fit a more typical dirt bike bar bend. You probably don’t need much. All of the KTMs that I have owned have had higher top triple clamps than the other brands. A low bend bar on a KTM provides the same ergos that a tall bend bar does on just about anything else. I have always seen that as a positive feature. I stand up most of the time when I am dirt biking. So I tend to fit taller bars. An old school CR high bend on a KTM is as tall as a hard to find freestyle bar on a dirt bike from Japan.
Agreed, especially about the Triumph, which had totally adaptive and functional ergos for the simple reason the foot pegs were near the crankshaft and the seat was flat.
I look forward to sitting on this bike and checking it out. They mention altered ergos for a more sporting stance, but I think we have to see what that looks like. There do tend to be options for handlebar position.
I don’t mean to be presumptuous, but have you sat on other KTM naked bikes? My experience is that they’re pretty comfortable. My Super Duke R is all-day comfortable (and there are plenty of journalists who agree, not all of whom are young) though the wind blast over about 75 mph quickly strains the neck – that’s about the only problem. There are people who tour on them, I hear, but that won’t be me – the mission is around town and back roads, and these bikes are perfect for that. The seat tends to be a little bit high on these bikes (through the whole range of Dukes), which is how they create leg room and still have plenty of ground clearance. As long as a person isn’t vertically challenged, these tend to be pretty accommodating.
So I guess my take would be that these tend to be pretty dang comfortable, given that you need to be canted just a touch to the fore, to counter the wind blast and those over-achieving engines. 😉
The KTM Dukes DO have comfy ergos. At least the previous models including the SuperDuke. They are upright sporty standards. Have you sat on one? They are more upright than a Street Triple (the 890 might be different as it lists more aggressive ergos)
You simply can’t ride these bike bolt upright with pegs dangling down anywhere near there potential. Gotta be able to have peg ground clearance and most importantly, keep weight over the front end. If you get lazy and whack the throttle open without proper weight balance, that is when unexpected things happen! Now, maybe all the electronic nannies might save you in this case, but they are no replacement for proper body position.
There are always bar risers and peg lowering options if you need. To expect an OEM to cater to the relaxed extreme of the potential customer is wishful thinking IHHO. Just a many will probably want rearsets and even lower bars!
I’m looking forward to a ride report Dirck, as I’m sure you are as well. KTM is such an forward thinking company, building exciting machines.
KTM hasn’t noticed there is a depression on the way, better lower the price by half fast. Every year they add another 100 cc’s to the 690, I guess eventually they will get to the superduke 1290.
We shall see. In the aftermath of the last recession it was the premium market that flourished and OEMs that tried to make budget models suffered.
This bike has been in the making for years and in no way reflects KTMs thinking about the post-corona world.
KTM has added zero cc’s to the 690. These are different bikes and the 690 continues on.
It’s more than the average streetbike. Most have 4 to 5 inches of travel. Harleys have 2 to 3 inches. If you want 50% more travel, KTM makes several ADV bikes.
All looks great except for the teeny tiny suspension travel. 5.5” and 5.9” might be good for the track but it’s way too little for real-world roads. I’d want at least 50% more suspension travel or ideally more. I wonder if the 890 Adventure suspension would be a simple swap.
It’s more than the average streetbike. Most have 4 to 5 inches of travel. Harleys have 2 to 3 inches. If you want 50% more travel, KTM makes several ADV bikes.
Its also about the quality of the suspension. High-quality suspension won’t blow thru the travel on every little bump.
After demo-ing the Duke 790 last summer I’m sure this will be a nice bike to ride, but to look at it leaves me cold. The only thing that saves it from its origami styling is the lack of bodywork.
Nice.
I think I could trade my Tuono and Dr650 for this and be happy with one bike.