2020 KTM 890 Duke R Review MC Commute

KTM elevates its parallel-twin-powered middleweight platform with the introduction of a new up-spec and hot-rodded 2020 KTM 890 Duke R. The R-badged 890 ($12,439 as tested) builds upon the 790 Duke’s pedigree and cranks up the volume on the sport department for apex-staffing riders who want to go fast with added control.

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As always, we’re big fans of the 890 Duke R’s ergonomics with it skating the fine line between sport and comfort. The 890 is slim between the rider legs with plenty of room for a 6-foot-tall rider. The lack of a front fairing is a strike for riders who log serious freeway miles. Still we value its wide and adjustable position handlebar and control levers. Night riders will appreciate its bright LED headlamp that does a fantastic job of illuminating desolate roads.

A color TFT display keeps tabs on machine vitals and generally performs well on the road. An ambient light sensor automatically adjusts brightness and includes a “night mode” (white fonts on a black background). KTM’s newly developed MTC (Motorcycle Traction Control) adds a degree of control. Hardcore sport riders will want the $739.99 Tech Pack which includes an electronic quickshifter enabling clutchless up- and downshifts.

More importantly it adds a “Track”-specific riding mode which allows the rider to tweak throttle response independently of traction control slip adjust (nine levels of adjustment, four was our favorite for sport riding). The rider can also disable wheelie control and enable launch control.

With a fully fueled curb weight of 407 pounds, the 890 Duke R feels light whether at a standstill or in motion. Higher-spec suspension affords a high degree of sport aptitude on twisty canyon roads. However, it comes at a price. Over bumpy surfaces, you’ll feel bumps through the controls. Still, the 890 doesn’t ride as roughly as most liter-and-above-sized sportbikes.

Powered by a hot-rodded version of KTM’s LC8c, the punched-out twin is vastly more smooth than the 799cc mill. A heavier crankshaft and fuel mapping do wonders to reduce vibration and add a degree of polish missing in the 790 Duke. It’s faster too, to the tune of 106 hp—11 more than the 790.

Fuel-mileage-wise we recorded a 40.1 mpg average at a relatively elevated street pace. The engine drinks from a 3.7-gallon fuel tank. The engine is a gem of a powerplant, however the function of the mechanical slipper clutch could be better. It’s also worth noting that the Tech Packs adds Motor Slip Regulation (KTM-speak for engine-brake control) where the throttle bodies continue to fuel the engine during acceleration for a theoretically improved deacceleration character.

A stronger and more potent set of hydraulic brakes keep speed in check. Riders who value brake feel will appreciate the fitment of the adjustable lever ratio MCS radial master cylinder by Brembo. Cornering ABS function with the ability to manually disable rear abs for slides is a welcome feature.

If you were shopping for a 790 Duke, you’d be a fool not to buy KTM’s 890 Duke R, especially considering its $1,000 upcharge. Better in every way, the 890 Duke R is the middleweight naked bike the Austrian brand should have introduced from the get-go and a bike that will be appreciated by riders who wish to burn rubber on the street.

Helmet: Shoei RF-SR

Jacket: Rev’It Hudson

Gloves: Racer Mickey

Pant: Alpinestars Copper 2 Denim

Boots: Alpinestars Oscar Monty