With its success and experience in GP Racing, it cannot be a surprise that KTM is getting serious about manufacturing sport bikes once again. Today, it has announced that a 990 RC R production sport bike, clearly featuring a version of the 990 Duke twin, will become available in early 2025. It is also developing a track edition of the same bike for release next year.
Here is a link to the KTM website with further details on the upcoming production models. These are pictures of a prototype race bike that KTM plans to campaign in various European events. Here is the press release from KTM, followed by a video:
KTM is driven by innovation, extreme experiences, and emotion. KTM also lives by the motto READY TO RACE, and with the accumulation of 341 FIM World Championships since the late 1970s (and in virtually all motorcycle racing disciplines), it’s clear how racing steers the breed of the brand. It’s been over fifteen years since KTM last produced an authentic road homologated performance sports bike for the masses. The company is harnessing all their expertise, gained through efforts in MotoGP™, thousands of track laps, wins and podiums, to fire the KTM 990 RC R to life.
Essential Information
KTM Roars Ahead: Unleashing the Dominant KTM 990 RC R Range. The principle KTM 990 RC R, which is set to roll off the Mattighofen production line in early 2025, has a dedicated Supersport persona but will be homologated for street use, catering to the desires of orange enthusiasts fixated on track days and individuals seeking to maintain the adrenaline rush with an exceptionally capable street bike.The all-new development embodies the fusion of Austrian engineering excellence and the ferocious racing DNA, delivering unrivaled performance while embracing the practical demands of the road.
The KTM 990 RC R will excite enthusiasts with its street homologated model, but its race DNA will be intentionally unveiled in early 2024 in the form of a prototype, making appearances as a wildcard entry in non-point scoring outings across select European Supersport series, igniting anticipation among fans. KTM believes in developing this newcomer to their stable in the most READY TO RACE way possible – through racing.
KTM is also filming a multi-part behind-the-scenes documentary about the R&D journey of the bike and its entry into the Supersport sector. This exclusive behind-the-scenes content will give viewers close, and not usually seen, insights into the fast-paced world of the Austrian-based factory and what it takes to craft a motorcycle from an idea into reality. Follow the final stages of the research and development process moving all the way from the very beginning to the final unveiling of the finished street homologated version of the KTM 990 RC R. The first episode airs today – 7 May @ 8:00 AM PDT/11:00 AM EDT. Be the first to uncover exclusive details! Click HERE for the inside scoop.
The Purpose
Over the last fifteen years, KTM metered sport-orientated road products to the public at a time when the company was extending its offroad racing prowess to the asphalt: the KTM RC8, the KTM RC 390 and the track-only, limited edition KTM RC 8C were the prime examples. Across that period KTM has merged R&D, learning, and road racing accomplishments at a rapid rate. The company now caters to motorcyclists seeking a machine born from competition yet engineered to be the ultimate, advanced street tool. The search to minimize hard compromises brought on by overly sporty ergonomics and handling is over. The KTM 990 RC R has been years in the making and with a wealth of data garnered by titles and trophies in almost every category of various MotoGP™ categories. The bike represents the natural evolution of the current KTM RC line-up, yet its sporting potential allows for a straightforward conversion into a KTM 990 RC R TRACK edition. True to the READY TO RACE ethos, this edition is poised to make its debut in the second quarter of 2025.
The Product(s)
The street homologated KTM 990 RC R boasts an LC8c powerplant, honed for rasping torque and horsepower, pumped out through the new ergo-crafted and condensed stainless steel muffler and fettled through a shifter that can be reversed to race-shift as standard.
The steel frame has been engineered for dynamic performance, with increased weight bias towards the front end. It features a dedicated steering head angle of 25 degrees and offset for enhanced steering responsiveness. Beefed-up stiffness gives the right feel and stability under acceleration on bumpy roads or on racetracks while also maintaining agility, especially at low speeds. A diecast aluminum subframe contributes to the ride.
Ergonomics are key to the KTM 990 RC R’s behavior. Lengthy experimentation primed the six contact points on the tank for a better connection, leaning and ‘tucking in’ to ensure comfort but also support for knees, arms, and lower pressure on the hands. A new fuel tank has been shaped as a main component of the ergo. Adjustable footrests play a part, as well as the fully adjustable WP APEX Open Cartridge Suspension and light weight cast aluminum wheels wrapped in Michelin tires.
The MotoGP™ heritage is evident with the wind-tunnel-chiseled aero wings that provide stability for braking and cornering and other edges and profiling around the bodywork that screams ‘racer’.
If there were any lingering doubts about the bike’s intended purpose, the minimal modifications required for the transition to the KTM 990 RC R TRACK edition should indisputably reinforce its racing pedigree.Crafted by KTM in their Austrian factory, the modifications strip away the road-legal essentials, incorporate protective components, fine-tune adjustments, customize further, and revise racing bodywork, including a full exhaust system. These modifications ensure that riders focus on lap times rather than leisurely rides. Additionally, the ease of repair, low maintenance requirements, and extensive official dealer support provide further advantages.
The Promise
“The KTM 990 RC R is a groundbreaking innovation for those who live for the thrill of cornering. It’s for those who lean close to the road, almost brushing their knees, and then push the limits, dragging elbow to the tarmac on the racetrack. This bike offers power and prestige without the exorbitant price tag. ‘At last, we can unveil our KTM 990 RC R and introduce a truly exceptional motorcycle to dealerships in early 2025, fulfilling the anticipation of countless riders and race enthusiasts. Our DUKE Range and other Street products have garnered a loyal following for their distinct character; we believe the KTM 990 RC R will quickly attain cult status because it excels at the two things it was designed for so remarkably well. Success will be evident on the track, but the unparalleled experience for customers on the road will truly set it apart.” says Riaan Neveling, Head of KTM Global Marketing.
The countdown to early 2025 starts right now. Follow the final stages of development in the special documentary video series by clicking HERE.
Why is everybody comparing a dual purpose vTwin street bike to a screaming motocross race bike thumper ? I just found out what a CRF450R is .
Should be vertical Twin. and one of the best rides i have had and surprises was my first disc brake bike ( a Honda CB450 ) down hill in the SanGabriel mountains, NO FADE Braking. First time for me.
A Honda CL450 engine 5 speed, without the carbs weighed 135 pounds on the kitchen counter. Hate to make a crackpot observation, but maybe the current engine technology is lighter for 450 cc. If it is, gotta be all the extra stuff bracketed onto the frame. OK – everybody go home and weigh your engines per cc !
I’m sure the pointless Euro-7 or whatever it is now exhaust system has nothing to do with it.
Pointless? I’m sure there was a point in its creation.
You got me there. Our enslavement is certainly a point.
Reducing smog, reducing oil consumption and protecting the environment is the point. Even in the 90’s European down-towns stunk of gasoline and 2-stroke oil. “Enslavement”? Please…
You always surprise me with that kind of comment. You feel like a slave? Just wow. More choice and better bikes and cars with very minor annoyances to help the environment. Your view seems selfish.
“Enslavement”? Please…
You really don’t know?
Slavery? Is that what boomers call clean air and water?
Act your age, please.
A modern Honda CRF450 engine puts out another 10 hp, and weighs considerably less, than a ’70s Honda 450 engine, the bigger engines all have balancers, more gears, better everything, not to mention electric start. whats your point?
My point is exactly your first sentence, asking why the engines are lighter, while the motorcycles are heavier with extra bells and whistles. Taken to the extreme look at a 1968 Triumph 650 twin at about 395 pounds and compare to a modern 650 twin. Talkin street bikes here.
I would be surprised if the new engine didn’t weigh more, with Water cooling and the necessary material and reinforcements to harness more power.
CRF450R also has balancer and electric start and better everything. And more than 10 hp over the CL.
The wet weight for a CL 450 is 414 pounds. It debuted in 1968. Here we are 56 years later talking about engines with more than twice the displacement weighing less. That’s nice. So what’s the deal with the chassis that they put them in weighing over 30% more? Why work so hard on the engine if you are just going to put it into a crazy heavy chassis? You got George Jetson making engines for Fred Flintstone frames. Ain’t no yabba dabba in that doo.
If this is heavier (I didn’t see the weight in the article), I’ll guess a lot of the weight is in the tires (which I assume are bigger and thus heavier) and a frame and suspension sturdy enough to handle twice the horsepower. You could always bolt this engine into a mountain bike frame if you want the extra power without any extra weight.
Another bogus comparison. Go and ride one of those and remind yourself how very bad those old bike’s chassis are compared to modern bikes.
A Kawasaki Z400 weighs 364lbs wet. That’s a 40lb reduction on a bike that is superior in almost every other way..
All it takes is money.
I think a CL450 had 37mm damping rod forks, whereas almost all modern sporting machines have 46-48mm USD forks with cartridges, valves, preload adjustment. I’d much rather have modern suspension components than a 37mm damping rod fork – but the modern equipment weighs more.
The CL450 had drum brakes whereas modern sporting bikes have dual discs up front and one in the rear. Modern brakes are vastly superior in every way…except weight. But I’m not going back.
Moderen frames are stiffer and more robust in every measurable way than a Honda 450 from 50 years ago. You can wax poetic on how they weighed less, but I’ll happily except the extra weight with the superior dynamics.
Mick, I envy you…to be able to live your life with blinders on and not have to participate in reality must me liberating.
The link below discusses frame weights over time.
Note that their current design weighs less than 30 pounds. And they are talking about inexpensive frames.
So you have engines that makes power well in excess of what is really required weighing in at about 125 pounds and there are inexpensive frames weighing in at less than 30. Engine and frame around 155 pounds. Now tell me how unreasonable I am to expect there to be a street bike with around 90hp that weighs under 350 pounds.
https://global.yamaha-motor.com/business/cf/case/case04/
You are obviously unreasonable. Do you think manufacturers WANT to sell 400+ pound bikes? No, low weight is a selling feature. It’s obviously difficult to design a 90HP bike – that meets all government requirements – that weighs less than 350 pounds.
I would be very happy with 90 hp in a 400 pound bike. Less than 350 pounds does not need 90 hp. 400 pounds is the optimum weight for over all function in a street bike, which includes freeway speeds and strong side winds.
If one wants less than 350 pounds and 90 or more hp, just buy a used race bike and put a headlight / fake license plate on.
Geeze Louise.
There are ways to get real license plates for nearly any bike. I just think that I should be able to enjoy the fruits of progress. The street bike industry obviously has some bone in its head that prevents it from delivering the fruits in a way that I or any activity based motorcyclist wants. The weight of street bikes has always been high. And though the individual components continues to loose weight, the delivered motorcycles are actually getting heavier. Form is always way over substance in all street bike showrooms.
I watch the market closely, have an unlimited motorcycle budget and I haven’t bought a new off the rack street bike since 1994. I’ll keep watching and waiting. But I’m pretty confident that the industry will never come around. That’s just sad. And they wonder about declining sales. I guarantee that I am not the only one who sees the total lack of overall excellence in the market.
Brilliant move by KTM, find the white space in the market and fill it with KTM products. These are the good old days of motorcycling.
Nice of them to put QR codes for all the manuals on the fairing.
It’s interesting to see that manufacturers are starting to talk about the weight of their engines. I think it will be short lived. Once you know what the engine weighs, you know just how phoned in the rest of the bike is. Like the recent Aprilia ADV. If the engine is 125 pounds and the wet weight of the bike is 525. Well, just the rolling chassis alone weighs about fifty pounds shy of two wet dirt bikes, ready to race, engines and all. I’m sure I’m not the only guy who cares. Though there are times when I have my doubts.
Sounds like street bikes need the motorcycling version of Ozempic. Or anorexia.
Sounds like Mick should discover weed if you ask me
I wouldn’t expect them to do that unless it’s a notable change from a predecessor. The fact is with engines and brakes, they weigh what they need to in order to do their jobs.
We’ll see. The RC8C is basically a Kramer 890. It weighs 313 pounds. Or about 87 pounds less than the aforementioned Aprilia with no engine in it. It, and really the majority of the street bike market, weigh considerably more than they need to to get the job done. I blame the customer base for not holding them accountable. On the contrary. The bulk of the customer base is actually rather defensive of them.
I’m interested to see what the weight difference between the street legal and track bike also. My street legalized XR has a front brake from a Ducati sport bike, a luggage rack, and DOT lights, including blinkers, small battery, and a speedo/tachometer/temperature unit. All that added about 10 pounds from a stock XR650R. And I don’t have the kind of resources that a huge motorcycle manufacturer does. Admittedly, the XR does have titanium springs, which are a rather expensive specialty item.
You keep citing things that aren’t street bikes to set your expectations for what street bikes should weigh.
Your XR is a dirt bike. KTM makes good street legal dirt bikes that are lighter than their street bikes because dirt bikes and street bikes are different.
Yes, and he conveniently disregards pesky issues such as metallurgy, gravity, legally required equipment, etc.
I do not discount legal equipment. I live in a state that requires annual inspections. The XR passes every time.
Some guys at a motorcycle junkyard weight the component part of a bunch of 600cc sport bikes and found that if one bike had all the lightest parts, that bike would be far lighter.
The street bikes are heavy because there are so few guys like me who do not lower their expectations and so many like you guys who not only have low expectations. But will defend those low expectations.
“But it’s different” is admitting a bias.
“But it’s different” is simply acknowledging reality.
Legit aside here, why does someone who obsesses so much about weight have a 300 pound dirt bike? I’d have thought you’d be the guy with the street legalized CR500, not XR650R.
Mick, you have no idea about modern manufacturing, and apparently don’t care to learn.
Shut up for five minutes.
I’m glad that they’re doing it but also glad that it’s utterly pointlessly irrelevant. Like an 80s Countach.
Now that brands are free from the traditional sport bike configurations (600/750/1000 cc 4-cyl, 1000cc+ V-twins) sport bikes are becoming interesting again. KTM also seems to have an appetite for small volume specials.
Exactly. There’s a lot of interesting bikes as the categories are busted. The Suzuki GSX-8R is the one that has me most thinking “huh” and that’s the point – there are no wrong answers here.