KTM 990 RC R 2026 Review

KTM’s all-new 990 RC R sportsbike is a big deal. The question is whether the bike lives up to the hype.  

The Austrian firm joined the MotoGP grid back in 2017 without a flagship road-legal production superbike or supersport bike in its range. 

Ducati? Panigale V4. Yamaha? YZF-R1. Aprilia? RSV4. Honda? CBR1000RR-R Fireblade. 

And KTM? RC 390. Umm, do we need say more? 

KTM’s last road-legal sportsbike (aside from the learner-friendly RC 390) was the 1190 RC8, which was discontinued in 2015. There was also the ultra-rare, and ultra-expensive RC 8C, but that was a track-only bike. 

But all should be forgiven now, because KTM now has a legitimate real-world supersport contender in its wide-reaching stable.

Sure, it might not be in the same litre-class superbike sphere as those bikes mentioned above, but it certainly will help test the “win on Sunday, sell on Monday” theory better than a 390cc single can. 

So, is the 990 RC R any good? Hell yeah, it is. And we spent a day at Sydney Motorsport Park ahead of the Australian Superbike Championship to find out.  

The 2026 KTM 990 RC R arrives Down Under with a price tag of $24,995 ride away. 

If we compare that to its two closest competitors – the Ducati Panigale V2 ($24,925 ride away) and the Yamaha YZF-R9 ($23,699 ride away) – then KTM’s pricing is decent. 

KTM has bested both of those bikes in the power stakes with a claimed 128hp and 103Nm from its 947cc parallel-twin engine. 

The 990 RC R is also well equipped with WP APEX suspension, Brembo Hypure brakes, and a full suite of electronic rider aids. 

Of course, we can’t determine if the 990 RC R is a better bike that the Ducati and the Yamaha without a comparison test, but it sure looks good on the spec sheet. 

KTM has based the 990 RC R on the equally well-equipped 990 Duke R. But don’t be fooled – the 990 RC R is not just a Duke with a fairing. KTM has developed the sportsbike model independently to ensure it performs both on the track and the road. 

The two bikes share the same chassis and engine, but there are extensive differences including a new subframe, different brakes, new mapping, new exhaust and muffler design, new airbox, new swingarm, different geometry and ergonomics, and model-specific equipment and electronics. And, after riding them back-to-back, it’s clear the RC R and the Duke R will attract different audiences. 

As is typical of KTM, there are optional “packs” available. The Track Pack ($832) adds launch control, slip adjuster, engine map selection, anti-wheelie, and various telemetry and lap timer functions. The Tech Pack ($1650) includes the Track Pack, but adds a quickshifter, cruise control, motor slip regulation, and adaptive brake lighting.  

There is also a track-only version of the 990 RC R available for $27,995 ride away. But good luck trying to get one – there are only 10 examples in Australia. 

KTM has been quick to point out that the 990 RC R is designed with road use in mind as well as track use. So it’s not a hardcore supersport homologation model in a traditional sense, but rather a new-age sportsbike that blends on-road comfort with racetrack performance. 

Nevertheless, the 990 RC R offers a stiffer chassis, sportier geometry, and model-specific engine and suspension tunes that make it a formidable track-ready weapon. 

On the technical Sydney Motorsport Park circuit (or Eastern Creek for the old heads), the 990 RC R felt right at home. It turns on a dime and feels balanced and composed, but still very playful when you dial up the excitement levels. 

The ride position is considerably more sport-focused than the Duke R, but it’s still comfy enough that you don’t have to contort your body into a praying mantis stance. This fits KTM’s brief of finding a balance between road and track. There’s also plenty of room to move around on the bike, which is great for a bigger bloke like me. And there is plenty of ergonomic adjustment too, which is great. 

But it’s in the engine bay where the 990 RC R really shines. As mentioned earlier, it’s more powerful than its direct rivals, and it shows too. The bike has plenty of poke right through the rev range, making for a competitive, fun, and adrenaline-pumping ride. 

It feels full of character, and it sounds great, while the throttle response is always crisp and urgent. If you’ve experienced the 990 Duke engine, or even the old 889cc engine on which it is based, then you know what you’re in for. This version is much the same, but offers a bit more flavour and flair. 

Despite the class-leading power, the bike is still very rideable and surprisingly forgiving. Even if you’re lazy with your gear changes, you’ll still get around the circuit fine.  

KTM has fitted the 990 RC R with Brembo’s latest-gen Hypure brake components. This is a key difference to the 990 Duke R, which runs the tried-and-true Stylema stoppers. The brakes are powerful and offer great feel on both the road and the track. 

The suspension gets the thumbs-up too, although admittedly I didn’t take much notice of it. That means it is doing its job properly. If anything, it’s a bit firm on the road, but there is plenty of adjustability available.

KTM has really outdone itself in the tech department with a brand-new 8.8-inch TFT touchscreen display and menu interface. The addition of touchscreen is brilliant, and it works well with gloves, although you probably won’t be doing much touching while you are at full noise around the track. 

The new interface is relatively clean and easy to navigate, while the new switchgear feels well-built and easy to use. The bike comes with a dedicated mode button – something that has been missing on KTM models for a long time. 

Connectivity is also easy and the bike comes with offline map navigation which is very handy for urban commutes and weekend day trips. 

Four standard ride modes offer plenty of options, while an optional Track mode gives you even more personalization. Cornering-optimised ABS and traction control work also do their job perfectly, as do the Michelin Power Cup 2 tyres, which never seemed to lack grip (though we did have the benefit of tyre warmers).   

While the KTM 990 RC R is designed to accommodate road use as well as track use, I did find the bike to be a little uncomfortable after a quick 45-minute blast into the hills above Sydney Motorsport Park. My right wrist got quite sore, but I’d imagine some adjustment of the handlebar, lever, and footpeg positions might help this. 

The seat was equally uncomfortable for the road, and the suspension was firm as mentioned above. Again, these are relatively easy fixes.

In terms of the actual bike itself, I couldn’t really find any other major faults other than maybe the fact the mirrors were a little blurry from vibrations.

But the biggest issue with the 990 RC R is its list of optional extras. I understand the need to have options and packages, but things like quickshift, cruise control, and adaptive brake lighting really should be standard at this price point. 

Worse still, KTM offers multiple tech features as part of a “Demo” mode. Once the break-in period is done, these features disappear and you must pay extra for them. That just rubs salt into the wounds. It’s a good idea in theory, and I totally get it for more niche and complicated features like launch control and anti-wheelie, but just add cruise and quickshift as standard and I’ll be happy. 

It was important that KTM got this model right. Given the company’s financial turmoil, and the fact that its MotoGP program desperately needed a production bike to translate wins into sales, the pressure was immense. And lucky for us, it nailed the brief.

The 990 RC R has been in development for quite a while, and its release was delayed by almost a year, but it’s a truly remarkable effort from a brand on the ropes. With a long line of doubters looking to land a knockout punch, KTM has fought back in the best way it knows how: full throttle.

If you’re looking for a bike that will compete on the track, but still get you to work, then the 990 RC R is worth a look. We can’t say it is undoubtedly better than its rivals without a comparison test, but it’s probably safe to say it’s at least on par. 

The big test will be if this thing sells on Monday, but Pedro Acosta and Brad Binder need to win on Sunday first. 

Photos by RB MotoLens and Post Moto.

ENGINE
Type: Liquid-cooled, four-stroke DOHC parallel twin
Capacity: 947cc
Bore x stroke: 92.5mm x 70.4mm
Engine management: Bosch EMS with 46mm DKK Dell’Orto throttle body

PERFORMANCE
Claimed maximum power: 125hp (93kW) at 9500rpm
Claimed maximum torque: 103Nm at 6750rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: PASC Slipper, cable operated

CHASSIS AND RUNNING GEAR
Frame: Chromium-Molybdenum steel trellis frame, powder coated, alloy subframe
Front suspension: WP 48mm APEX upside-down fork, fully adjustable, 130mm travel
Rear suspension: WP APEX monoshock, fully adjustable, 130mm travel
Front brakes: 320mm discs with Brembo Hypure dual radial-mounted four-piston calipers, ABS
Rear brake: 240mm disc with Brembo single-piston caliper, ABS
Tyres: Michelin Power Cup 2

DIMENSIONS AND CAPACITIES
Claimed dry weight: 184kg (195kg wet)
Seat height: 845mm
Wheelbase: 1481mm
Rake: 65.8 degrees
Trail: 98.5mm
Ground clearance: 163mm
Fuel capacity: 15.7L

OTHER STUFF
Price: $24,995 ride away
Warranty: 4 year premium manufacturer's warranty