2020 KTM 890 Duke R Review

Say goodbye to your best intentions. On the 2020 KTM 890 Duke R, you will want to do wheelies, burnouts and skids. You will want to get your knee down on the street. You will want to get your elbow down on the track. You will want to drop rev bombs in your own driveway.

Okay, maybe only some of that is true. But the 2020 KTM 890 Duke R has made high-end KTM hooliganism more accessible — and very likely more appealing — to more road riders than ever before. How? By combining a sensibly sized engine with top-spec gear and a wallop of KTM attitude.

When the 790 Duke debuted in 2017, it held similar appeal. Priced at $14,995, the 799cc parallel twin went a long way to close the gap, not only between the engine capacities of the 690 Duke and the 1290 Super Duke R, but between the aspirations and abilities — physical and financial — of the average road rider and track dabbler. On the straights, we had dreamed of a slightly bigger 690. Through the twists, we had wished for a nimbler 1290. And, at least partly, the 790 had answered our prayers. With precise but neutral handling, a dry weight of 169kg and superbike-inspired electronics, the 790 ‘Scalpel’ meant you didn’t have to be Rok Bagoroš to get your rocks off.

However, the Scalpel didn’t cut it for everyone. Its highly strung engine challenged the more sedate rider, spinning up quickly but wavering at low revs, while its unadjustable WP fork frustrated the more ambitious. The J-Juan brakes also proved to be an unpopular digression from the Brembos usually found on Dukes. And then there was the obvious matter of engine size: the 790’s capacity is hardly a huge leap from the 690.

Now we have the 2020 KTM 890 Duke R, a quicker, lighter and sharper middleweight naked that addresses the few criticisms of the 790 Duke and, according to KTM, is worthy of the R badge. Headlining the list of improvements are a larger and more refined engine, an adjustable WP Apex fork, top-spec Brembos (with lever adjustability for feel) and sportier ergonomics.

So, has KTM hit the sweet spot between aspiration and accessibility? Will you soon be ‘elbow bumping’ the racetrack, not content to merely get a knee down? Maybe not. But here is why hooning has never seemed easier than on the 890 Duke R, priced at $17,495, plus on-road costs.

Related Reading:
KTM 890 Duke R pricing announced
2018 KTM 790 Duke launch review
2020 KTM 1290 Super Duke R Launch Review

The obvious boon for hoons is the 890’s extra power and torque. KTM claims that the LC8c produces 89kW (121hp) of peak power at 9250 rpm — about 12kW more than this year’s 790 Duke. It also claims 99Nm of peak torque at 7750rpm, a 12Nm increase.

How has KTM achieved this? By enlarging the bore and stroke for an extra 90cc, by increasing the compression ratio to 13.5:1, up from 12.7:1, and by upgrading a few key engine parts. The result is an engine that spins up incredibly fast, rewarding aggression with plenty of power from early in the rev range, right up until the rev limiter kicks in at 10,500rpm, slightly higher than on the 790 Duke.

But, as good as more power and a higher rev ceiling is, the real win for most riders will be the engine’s improved manners. The twin still loves high revs, but it is now more comfortable at low revs. KTM has achieved this largely through a 20 per cent heavier crank, which smooths out the power delivery and increases cornering stability. It has also redesigned the counterbalancers to reduce vibration — not so much, though, that the twin loses its character, created with 435-degree firing intervals.

Do better engine manners make high performance more accessible? You bet. It is very difficult to be in the wrong gear on the 890—the engine always seems to behave, with little chugging at low revs or jerkiness at high revs. That means you can focus on what really matters: enjoying yourself (and trying to exercise self-control).

And what about wheelies? My wheelies aren’t great, but even I felt compelled to do a few wheel stands on the 890. The healthy serve of torque and engine manners mean the middleweight is ideal for either practising or perfecting wheelies, depending on the rider. No need to pop the clutch — just pin the throttle. Although, first you will need to buy the Track Pack for $330.86 to disengage wheelie control.

If you’re concerned that the extra 90cc might have sacrificed some handling, don’t be. The naked benefits not only from a lighter dry weight (166kg compared with the 790’s 169kg), but from better brakes and suspension.

The suspension includes an adjustable WP Apex fork, as well as a shock with hydraulically adjustable preload. If you hit the track regularly — or if you are on the heavy or light side — you’ll appreciate the ability to tinker. However, for most riders and conditions, the 890’s standard suspension setup will be more than adequate. Without a screw or nob touched, the suspension not only soaks up small bumps better than the 790, but also provides plenty of support, whether under heavy braking, heavy acceleration or at full lean. It corners with such ease, in fact, that you may find your knee accidentally hitting the pavement, ruining your jeans in more places than one.

Adding to the sensation of support are the Brembo Stylema Monoblock brake calipers, a welcome change from the J-Juans on the 790. The brake package is a fraction lighter than the 790’s, despite having 320mm discs (20mm larger than the 790’s), which has no doubt contributed to the improved feel and power of the brakes. You can push the Brembos incredibly hard without things getting sketchy. If the grippy Michelin Power Cup 2 rubber does grumble, the switchable Bosch ABS has your back, unless, of course, you switch it off to do supermoto skids. And like the suspension, the Brembos are adjustable, with an MCS master cylinder allowing you to tweak the lever ratio and feel. However, again, most riders will likely not need to fiddle with the standard configuration — it feels spot on, offering smooth, strong stopping power.

As the hammy nickname, the ‘Super Scalpel’, implies, you ride the 890 as a surgeon might hold a blade — with steady pressure applied to the pointy end for feel and accuracy. KTM has achieved the 890’s sportier ergonomics by increasing the ride height by 15mm, which improves ground clearance, steepens the swingarm angle, and encourages less squat and more stability out of corners. The result is middleweight naked that feels ‘Ready to Race’ and nothing else. Forget about leisurely riding. Heading to work? Ready to race. Picking up some eggs and milk? Ready to race. Heading to church? Nah. Ready to stay in bed.

Also, given that the seat height is now 840mm, shorter riders may struggle to get both feet fully down. Taller riders, on the other hand, may feel meerkat-like, with the lower handlebars forcing their arms low while their head sticks out towards the front of the bike. In short, it’s not as practical for daily riding as the 790. But that’s the trade-off for a sportier naked that begs you to be bad.

My only grumble is that the optional factory kit will not really be ‘optional’ for those who want R-level performance. The need for the two-way quickshifter, for example, is not optional. You will want it, given how quickly you’ll be punching through the six gears, and you will have to pay $377.91. Also, as mentioned, you’ll need to buy the Track Pack ($330.86) to unlock the Track riding mode if you want to do decent wheelies, as the standard Rain, Street and Sport modes don’t allow you to switch off wheelie control. KTM’s Motor Slip Regulation (MSR) is optional, too. It complements the slipper clutch in preventing the rear wheel from locking up when downshifting or losing traction when throttling hard. If you intent to ride the 890 the way it wants you to, you will need the buy the MSR for $132.68.

This is all top-notch gear and probably worth every dollar. But it’s not unreasonable to expect some of it to be included standard on a middleweight R model that’ll be more than $18,000 on the road.

Like the 790 Duke, the 890 Duke R opens a window to the type of KTM performance usually reserved for those with wallets and forearms big enough to wrangle a 1290 Super Duke R home. However, unlike the 790, the 890 pursues this performance with little compromise. It offers not only an exhilarating power-to-weight ratio, but also top-spec running gear, with a level of adjustability usually available with big-dollar superbikes.

Will you do wheelies, skids and all that stuff? You might, if you disable traction control, disable ABS and pay for the Track mode so that you can turn off wheelie control. But you might also be too preoccupied with what this bike does better than most: carving up the road like a badass.

ENGINE
Type: Liquid-cooled, four-stroke DOHC parallel twin
Displacement: 890cc
Bore x stroke: 90.7mm x 68.8 mm
Compression Ratio: 13.5:1
Fuel system: DKK Dell’Orto (throttle body 46mm)

PERFORMANCE
Claimed maximum power: 89 kW (121hp) at 9,250rpm
Claimed maximum torque: 99Nm at 7,750rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Final drive: 16:41
Clutch: Cable, slipper

CHASSIS AND RUNNING GEAR
Frame: Powder-coated CrMo-steel with stressed member engine
Subframe: Powder-coated aluminium
Front Suspension: WP APEX, 43mm USD fork, with adjustable compression and rebound
Rear Suspension: WP APEX monoshock with adjustable compression, rebound and preload
Front brakes: 320mm discs with radially mounted four-piston Brembo Stylema calipers and Bosch cornering ABS
Rear brakes: 240mm disc with floating Brembo caliper and Bosch cornering ABS
Tyres: Michelin Power Cup 2, 120/70-17 front, 180/55-17 rear

DIMENSIONS AND CAPACITIES
Claimed dry weight: 166kg
Seat height: 834kg
Wheelbase: 1482mm
Ground Clearance: 206 mm
Fuel capacity: 14 litres

OTHER STUFF
Price: $17,195, plus on-road costs
Bike supplied by: KTM Australia
Warranty: 24 months