Mileage: 3,314 Base Price: $14,199 (2021); $14,599 (2022) Price as Tested: $14,749 (Tech Pack) Accessories: $114.95
After years of making primarily hard-edged, off-road-oriented adventure bikes, KTM balanced the on-/off-road scales when it introduced the 1190 Adventure for 2014. It had a more refined – and more powerful – V-Twin, and although its 19-inch front/17-inch rear wheels were spoked, they were shod with tubeless, touring-friendly 90/10 adventure tires.
The KTM’s unique tank design keeps fuel weight down low. Photo by Kevin Wing.
The 1190 Adventure also fully embraced the then-nascent trend in electronic rider aids, becoming the first production motorcycle to offer lean-angle-sensitive ABS. It was also equipped with throttle-by-wire, ride modes, multi-stage traction control, an off-road ABS mode, electronically controlled suspension, and a tire-pressure monitoring system.
In the years that followed, KTM filled out its Adventure range with the 1290 Super Adventure (followed by R, S, and T variants), 1090 Adventure R, 790 Adventure (standard and R variants, which won Rider’s 2019 Motorcycle of the Year award), and 390 Adventure. In 2020, the 790 evolved into the 890, and we tested the 890 Adventure R you see here in 2021.
The short windscreen parts airflow smoothly but is not adjustable. Handguards are standard. Photo by Kevin Wing.
Collectively, Rider staffers and contributors have put tens of thousands of miles on all the various KTM Adventure models, and the 890 sits right in the sweet spot – not as big, heavy, powerful, or expensive as the 1290 Super Adventure, nor as small and touring-limited as the 390 Adventure. (The 1090 and 1190 were dropped as KTM dialed in its small/medium/large model offerings.) It also features the latest in electronics that allow riders to alter the bike’s performance and personality with the push of a few buttons.
Our 2021 890 Adventure R test bike arrived with just 15 miles on the odometer, and over the course of nine months we logged 3,300 miles. We burned 71 gallons of premium fuel, averaging 46.4 mpg and roughly 246 miles of range from the 5.3-gallon tank.
Spoked wheels are shod with tubeless Continental TKC80 knobbies. Photo by Kevin Wing.
The 890 has a horseshoe-shaped fuel tank, with a filler on top and two sections that run down either side of the engine and end in bulbous pods, as first seen on the 790 Adventure. The design, though not especially attractive, offers several advantages: The upper tank area is narrow between the knees during stand-up riding; fuel weight is mostly down low, which contributes to better handling; and the lower pods provide some lower-leg and crash protection. Because of the tank’s unusual shape, however, it’s difficult to get accurate readings of remaining fuel, and only the final 50% of tank capacity is shown on the fuel gauge. There’s a fuel range reading on the 890’s TFT display, but it wasn’t even remotely accurate during our test.
This Range Rover’s owner should have bought a KTM.
With its short windscreen, high front fender, rally-style seat, and Continental TKC80 tires (rated for 40% road/60% off-road), the 890 Adventure R is clearly designed for heavy off-road use. On rough dirt roads and technical trails, the 890-R was well-balanced, forgiving, and exciting, especially in the optional Rally mode that’s part of the Tech Pack. Out of our testing miles, however, only about 10% were off-road. We spent most of our time flogging the 890-R on paved backroads, desolate highways, freeways, and city streets. While the standard 890 Adventure would have provided more comfort and wind protection, the 890-R never felt like a fish out of water. That sort of versatility is what makes ADV bikes such an attractive proposition.
A Nelson-Rigg Sahara Dry Duffle Bag fits perfectly on the rear rack. Photo by the author.
We strapped on a Nelson-Rigg Sahara Dry Duffle ($114.95; nelsonrigg.com) for longer trips, but we didn’t add any other accessories. Other than a break-in service, maintenance consisted of checking the air in the tires and cleaning/lubing the chain, though the rear TKC80 was pretty well shagged by the time we handed back the keys.
KTM announced that the 890 Adventure ($13,399) and 890 Adventure R ($14,599) will return unchanged for 2022.
Earlier this month KTM announced a new look for the 890 Duke R – is known as “The Super Scalpel” – for the new model year. Both the 2022 KTM 890 Duke R and 2022 KTM 1290 Super Duke R Evo are being offered in a new Atlantic Blue colorway inspired by the KTM RC16 GP racebike. Now our friends in Austria have announced the 2022 KTM 890 Duke GP.
As the name implies, it too gets MotoGP-inspired livery, this time in an orange-and-black combo with KTM’s “Ready to Race” motto just below the 3.7-gallon fuel tank. What makes the 890 Duke GP stand out is the orange bodywork replacing the normally all-black panels covering the subframe, which also includes logos for industry partners Motorex, Pankl, and WP.
There’s also a special orange passenger seat cover with special “890 Duke GP” graphics. The orange treatment continues with orange powdercoated wheels and orange highlights on the front fender and headlight frame.
Beneath the GP-inspired livery, the rest of the 890 Duke GP is the same as the standard 890 Duke. It features adjustable WP Apex suspension, a PASC slip/assist clutch, Continental ContiRoad tires, and a state-of-the-art electronics package that includes cornering ABS with Supermoto mode, lean-angle-sensitive Motorcycle Traction Control, and selectable ride modes (Sport, Street, and Rain). An optional Track mode adds sharper throttle response along with on-the-fly TC adjustability over nine levels.
The 890 Duke R’s 889cc parallel-Twin engine has DOHC with four valves per cylinder, and it is tuned to deliver a claimed 114 horsepower at the crank. When we tested the 2021 KTM 890 Duke, it sent 111 horsepower at 9,500 rpm and 67 lb-ft of torque at 7,000 rpm to the rear wheel.
A full-color TFT display provides a wealth of information for the rider, and it allows for convenient navigation of the various menus and settings. An LED headlight is paired with an LED daytime running light for eye-catching visibility and excellent illumination. The flat, tapered aluminum handlebar can be adjusted to four positions within the triple clamp and rotated among three positions. Seat height is 32.8 inches, fuel capacity is 3.7 gallons, and dry weight is 373 pounds (curb weight with all fluids was 405 pounds for our 2020 test bike).
Pricing and availability for the 2022 KTM 890 Duke GP have not yet been announced. For more information or to find a KTM dealer near you, visit ktm.com.
2022 KTM 890 Duke GP Specifications
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. Displacement: 889cc Horsepower: 114 hp (claimed, at the crank) Bore x Stroke: 90.7 x 68.8mm Starter: Electric; 12V 10Ah Transmission: 6-speed, cable-actuated PASC assist-slipper wet clutch Fuel System: DKK Dell’Orto, 46mm throttle body Lubrication: Pressure lubrication with 2 oil pumps Ignition: Bosch EMS with throttle-by-wire Frame: Chrome-moly tubular steel w/ engine as stressed member Subframe: Cast aluminum Handlebar: Aluminum, tapered, Ø 26/22mm Front Suspension: WP APEX USD Ø 43mm Rear Suspension: WP APEX Monoshock Suspension Travel Front/Rear: 140 mm/5.5 in; 150mm/5.9 in Front/Rear Brakes: Disc Brake 320mm/240mm Front/Rear Wheels: 3.50 x 17”, 5.50 x 17” Front/Rear Tires: 120/70ZR17”; 180/55ZR17” Steering Head Angle: 24.3º Wheelbase: 1,482mm ± 15mm / 58.3 ± 0.6 in. Ground Clearance: 206mm / 8.1 in Seat Height: 834mm / 32.8 in Tank Capacity: 14 L / 3.7 gal Weight (without fuel), Approx: 166 kg / 365.9 lbs
KTM has announced a new collaboration with world-renowned luxury mobility brand, BRABUS. As a first step into this exceptional venture, the launch of the all-new BRABUS 1300 R represents performance and refinement of the highest level, as well as BRABUS’ expansion into the world of premium motorcycling.
Based on the KTM 1290 Super Duke R Evo, only 154 BRABUS 1300Rs will be built, and they sold out in less than two minutes when pre-orders opened on February 14.
Since 1977, the BRABUS name has been synonymous with luxury, handcrafted exclusivity, and performance. Known globally among enthusiasts for the creation of high-performance supercars and as automotive individualization experts for over four decades, BRABUS has since also established itself in the marine sector through its series of exclusive day boats. Now, the company is expanding once again – broadening its focus towards high-end motorcycling in collaboration with KTM.
The BRABUS 1300 R
The all-new BRABUS 1300 R boasts, exclusive, high-end elegance design, combined with brutal performance. It is the first ever BRABUS motorbike – an unmistakable Naked bike designed for enthusiasts with an eye for details. Developed to merge both BRABUS’ and KTM’s deeply rooted identities and design styles, the BRABUS 1300 R represents the best of both brands. Key ingredients of the BRABUS ‘Black and Bold’ design language including two signature paint schemes, forged BRABUS Monoblock Z wheels, high-end carbon body elements and a stylish custom-made seat, treated with expert attention to detail by the BRABUS interior specialists. This all defining the bike’s exceedingly unique and sporty character and ensuring an instant 1-second wow factor.
Making use of the astonishing 1,301cc V-Twin engine, which pumps out 180 hp at 9,500 rpm and 103 lb-ft of torque at 8,000 rpm: performance that you’d expect from the BRABUS brand. Designed to challenge the limits of forward thrust, it sets a new standard for exclusive high-performance desirability.
To add an extra touch of exclusivity, the BRABUS 1300 R is offered in just two distinct colors – Magma Red and Signature Black. Only 154 units – 77 of each color – will go into production, with 77 signifying the year in which the BRABUS company was formed.
From a technical standpoint, the BRABUS 1300 R makes use of the latest WP APEX semi-active suspension. This allows riders to select between 6 dedicated damping modes – Comfort, Street, Sport, Track, Advanced, and an Auto mode that automatically adapts to road and riding conditions.
Notable features and bespoke parts include:
● Sign of excellence with limited edition numbering ● WP APEX semi-active suspension ● WP APEX PRO 7117 steering damper ● 5 Ride modes (Street, Sport, Rain, Performance, Track) ● Quick turn throttle twist grip ● Various carbon fiber parts ● BRABUS Lightweight Monoblock Z 9 spoke forged wheels ● BRABUS Slip-on double-pipe exhaust ● BRABUS custom made heated seat ● BRABUS air ducts ● BRABUS headlight mask ● BRABUS CNC-machined triple clamps ● BRABUS CNC-machined adjustable front brake and clutch lever ● BRABUS CNC-machined adjustable footpegs ● BRABUS CNC-machined reservoirs and oil tank caps ● BRABUS carbon skid plate ● BRABUS carbon pillion seat cover
The BRABUS 1300 R is about so much more than just an extraordinary riding experience, it also makes an unapologetic statement about luxury, exclusivity, and sovereignty.
The KTM 1290 Super Duke R Evo is known as “The Beast,” and its little brother – the KTM 890 Duke R – is known as “The Super Scalpel.” For 2022, both are offered in an all-new Atlantic Blue colorway inspired by the KTM RC16 GP racebike. KTM’s trademark orange is powercoated on the chromoly-steel trellis frame for contrast.
The KTM 890 Duke R debuted in 2020, with the “R” designation reserved for high-performance “Ready to Race” models. It features fully adjustable WP Apex suspension, a WP steering damper, Brembo Stylema monoblock front calipers, a Brembo MCS front master cylinder, a PASC slip/assist clutch, Michelin Power Cup tires, and a state-of-the-art electronics package that includes cornering ABS with Supermoto mode, lean-angle-sensitive Motorcycle Traction Control, and selectable ride modes (Sport, Street, and Rain). An optional Track mode adds sharper throttle response along with on-the-fly TC adjustability over nine levels.
The 890 Duke R’s 889cc parallel-Twin engine has DOHC with four valves per cylinder, and it is tuned to deliver an additional 6 horsepower over the standard 890 Duke. When we tested the 2020 KTM 890 Duke R, it sent 111 horsepower at 9,500 rpm and 67 lb-ft of torque at 7,000 rpm to the rear wheel.
Riders can dial in suspension settings to suit their tastes. The fully adjustable 43mm inverted WP Apex for has separate compression and rebound functions in each leg. The fully adjustable WP Apex shock offers high and low speed compression adjustability along with adjustable rebound and a remote preload adjuster.
A full-color TFT display provides a wealth of information for the rider, and it allows for convenient navigation of the various menus and settings. An LED headlight is paired with an LED daytime running light for eye-catching visibility and excellent illumination. The flat, tapered aluminum handlebar can be adjusted to four positions within the triple clamp and rotated among three positions. Seat height is 32.8 inches, fuel capacity is 3.7 gallons, and dry weight is 366 pounds (curb weight with all fluids was 405 pounds for our 2020 test bike).
Pricing and availability for the 2022 KTM 890 Duke R have not yet been announced. For more information or to find a KTM dealer near you, visit ktm.com.
2022 KTM 890 Duke R Specifications
Engine Type: Parallel Twin, 4-Stroke, DOHC Displacement: 889cc Bore/Stroke: 90.7/68.8mm 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: 1,482mm ± 15mm / 58.3 ± 0.6 in. Ground Clearance: 206mm / 8.1 in Seat Height: 834mm / 32.8 in Tank Capacity: 14 L / 3.7 gal Weight (without fuel), Approx: 166 kg / 365.9 lbs
The 2022 KTM 1290 Super Adventure R receives a range of useful updates to its engine, chassis, electronics, and more.
The 2022 KTM 1290 Super Adventure R makes no bones about its off-road prowess. If the wire-spoke 21-inch front and 18-inch rear wheel don’t tip-off the R’s dirt bias, the shortened windscreen and WP XPLOR suspension do. KTM has updated its top-dog off-road-ready ADV for the new model year.
A fully adjustable WP XPLOR upside-down fork still highlights the full-size ADV, but KTM developed a new separate function compression and rebound system after extensive off-road testing. It also reworked the WP XPLOR rear shock’s progressive damping system for improved bottoming resistance and greater control. Travel at both ends remains 8.7 inches but newly fitted Bridgestone AX41 tires should deliver superb grip in the dirt and sure-footed pavement performance.
The revised 1290 Super Adventure R lives up to KTM’s Ready to Race slogan with KTM Factory team-inspired livery and rally-style bodywork. A three-piece, 6.1-gallon fuel tank and twin radiators seamlessly integrate into the new bodywork for improved ergonomics. The 1,301cc V-Twin benefits from the new cooling system but also features an advanced oil circuit and thinner cases for a 3.5-pound weight savings.
A new airbox helps the LC8 engine breathe freely thanks to a vertically ribbed air filter that directs sand and dust to the bottom of the airbox. KTM mounts the 75-degree V-Twin to a revised chromoly-steel frame with a steering head that has been moved rearward by 15mm. There’s also a new aluminum subframe and a lengthened swingarm for improved stability.
The 1290 Super Adventure R’s ride modes (Street, Sport, Off-Road, and Rain) gain a 6-axis IMU and less intrusive traction control. The optional Rally mode provides the most off-road flexibility with nine levels of adjustable traction control. Users can also add KTM’s optional Rally Pack and Tech Pack that includes a quickshifter, hill-hold control, and motor-slip regulation. Off-Road ABS comes standard, however, and decreases ABS activation on the front wheel while disengaging ABS on the rear.
A new 7-inch TFT dash boasts KTM MY RIDE Bluetooth connectivity and cruise control helps riders pound the pavement on the way to new trailheads. For far-flung adventures, a waterproof compartment offers USB charging for personal devices. A new RACE ON remote keyless system, now featuring Anti-Relay Attack (ARA), allows the rider to start the bike, lock the steering, and open the gas cap without using the key.
The 2022 KTM 1290 Super Adventure R is poised to take-on the most technical terrain yet, but pricing and availability are still TBD.
For more information or to find a KTM dealer near you, visit ktm.com.
With the introduction of the 390 Adventure in 2020, KTM established a new benchmark for the small-capacity adventure category. While many of the 390’s competitors spring for budget-conscious componentry, the House of Mattighofen equipped the ADV to dominate the trail and the tarmac. It builds on those firm foundations with select updates on the 2022 KTM 390 Adventure.
KTM’s liquid-cooled, 373.2cc single-cylinder returns to power the adventure bike in 2022, but new Street and Off-Road traction control modes keep the thumper’s power pulses in check in all situations and conditions. In Off-Road mode, the system allows more rear wheel slip for traversing tricky terrain. User-friendly features like cornering ABS and a slipper clutch further cater to new riders while the optional quickshifter appeals to the performance-minded.
KTM packs all that performance and tech into the same lightweight trellis frame suspended by a WP APEX inverted fork and WP APEX shock absorber. The 43mm front end offers 6.7 inches of travel along with compression and rebound damping adjustments. The monoshock provides 6.9 inches of rear wheel travel and users can dial the spring preload and rebound. To take on the toughest trails, KTM outfits the 390 Adventure with a stronger five-spoke 19-inch front and 17-inch rear wheel. Shod in Continental TKC 70 tires, the new wheelset boasts the best blend of performance in the dirt and on the asphalt.
The Bybre 4-piston radially-mounted front caliper mated to a 320mm disc and a 2-piston floating rear clamper paired to a 260mm rotor completes the chassis. In addition to cornering ABS, the Bybre system also touts Off-Road ABS, which deactivates ABS on the rear wheel and reduces intervention on the front. A windscreen, tapered aluminum handlebars, and an ergonomically-shaped 3.8-gallon tank enhance comfort while LED lighting, a 5-inch TFT display, and Bluetooth connectivity provide modern convenience.
Fresh new graphics align the 390 Adventure with KTM’s Dakar-winning Factory Rally team. Available in black and blue liveries with orange accents, the new rally-inspired colorways relay the small-bore ADV’s off-road ambitions. The 2022 KTM 390 Adventure will hit showrooms in February 2022. KTM hasn’t announced pricing yet, but we expect a reasonable increase over the 2021 model’s $6,199 MSRP.
For more information or to find a KTM dealer near you, visit ktm.com.
In 2017, KTM split its 1290 Super Adventure into two variants. The R trim favors off-road exploration while the S model takes to the tarmac. The 2022 KTM 1290 Super Adventure S has been updated with even more tech, comfort, and performance for the open road.
KTM’s vaunted LC8 V-Twin loses 3.5 pounds thanks to thinner cases and a new oil circuit. The liquid-cooled, 1,301cc engine also benefits from a new dual-radiator system that shuttles hot air away from the rider while cooling each cylinder more efficiently. KTM integrates the radiators into redesigned bodywork including a low-slung, 6.1-gallon gas tank. A lower seat delivers all-day comfort with 0.8 inch of adjustability while riders can shift the wind tunnel-tested windscreen up by 2.2 inches.
Under the new bodywork, KTM tweaked the chromoly steel frame, shifting the steering head rearward by 0.6 inch. Further aft, the new aluminum subframe balances the 1290 Super Adventure S’s weight distribution for optimal agility and stability. An extended open lattice swingarm also steadies the big-bore ADV at high speeds and under acceleration. WP APEX Semi-Active Technology (SAT) suspension automatically adjusts damping parameters on the fly in Comfort, Street, and Sport modes. Owners can expand the SAT functions with optional Off-Road, Auto, and Advanced suspension modes.
A new WP APEX rear shock now offers 7.9 inches of travel with 10 steps of hydraulic preload adjustment. Customers can also spring for KTM’s optional automatic leveling system, which adapts the suspension to High, Low, and Standard settings according to added weight. While KTM equips the Super Adventure S for the road, Off-Road ABS lets riders lock up the rear for slides and mitigates ABS intervention on the front wheel.
The 1290 Super Adventure has always been on the technological forefront and the 2022 S model ups the ante with radar-assisted adaptive cruise control (ACC). The Bosch-developed system automatically adjusts speed based on the traffic ahead and users can tailor following distance with five settings. Street, Sport, Off-Road, and Rain ride modes are even more refined with a six-axis lean angle sensor and a less intrusive traction control system. Users can also add KTM’s Rally ride mode, hill hold control, motor slip regulation, and a quickshifter as options.
The new 7-inch TFT display features a user-friendly interface along with KTM My Ride Bluetooth connectivity. A waterproof smartphone compartment protects the user’s devices against the elements while providing USB charging. KTM’s new Race On system also allows the rider to start the adventure bike, lock the steering column, and open the gas cap without using a key. The 2022 KTM 1290 Super Adventure S sets a new benchmark for performance and technology, but there’s no word yet on availability or pricing.
For more information or to find a KTM dealer near you, visit ktm.com.
Since it first emerged from the dark corners of northern Austria, “The Beast” has steadily grown stronger and more fierce. From its humble origins in 2007 as the 990 Super Duke to the 180-horsepower 1290 Super Duke R that stomped onto the scene for 2015, KTM’s mighty streetfighter commands respect.
For 2022, “The Beast” has evolved into the 1290 Super Duke R Evo. It features new WP Semi-Active Technology (SAT) suspension, with damping adjusted in real-time based on conditions in three preset modes: Sport, Street, and Comfort. Rear spring preload can be set via the TFT display’s menu over a 20mm range in 2mm increments.
An optional Suspension Pro package adds three additional modes (Track, Advanced, and Auto) as well as automatic preload adjustment with three levels (Low, Standard, and High).
The 1290 Super Duke R Evo is powered by the same liquid-cooled, 1,301cc V-Twin with titanium inlet valves and resonator chambers on the cylinder heads that makes a claimed 180 horsepower and 103 lb-ft of torque. When we tested a 2021 1290 Super Duke R, it sent 166 horsepower at 10,100 rpm 94 lb-ft of torque at 8,300 rpm to the rear wheel on Jett Tuning’s dyno.
A ram air intake positioned in the headlight mask maximizes air flow to the combustion chambers, and top-feeder injectors and 56 mm throttle bodies provide optimal air to fuel mixture at high rpm. A PANKL 6-speed gearbox provides quick shift times and light lever modulation. An optional dealer-installed Performance Pack combines Motor Slip Regulation (MSR) and Quickshifter+.
For 2022, the throttle-by-wire system features a new 65-degree quick-turn throttle (reduced by 7 degrees) for a faster and more responsive throttle while also reducing rider wrist angle as well as elbow drop at full throttle. Ride modes include Sport, Street, Rain, and optional Track mode, which adds launch control, 9-level spin adjuster, an aggressive engine map, and anti-wheelie off function.
Optional Performance mode takes the Track mode concept and but adapts it for the street. Riders are still able to adjust throttle response, wheel slip, and anti-wheelie functions, but retain typical street functions such as cruise control and KTM MY RIDE.
Equipped with a 6-axis IMU, the 1290 Super Duke R Evo’s standard electronic rider aids include MSC (Motorcycle Stability Control) with cornering ABS by Bosch (including Supermoto mode) and multi-stage, lean-angle sensitive Motorcycle Traction Control (MTC).
As before, The Beast’s skeleton is an ultra-lightweight chrome-molybdenum steel frame that uses the engine as a stressed member. It has a light composite subframe and a single-sided swingarm positioned close to the output sprocket for more control and less squat under acceleration. Cast 17-inch wheels are shod with Bridgestone Battlax HyperSport S22 tires developed with a specific carcass on the rear that’s said to offer a more stable ride in corners, improving grip and performance.
A color TFT display provides pertinent info and easy menu navigation, and standard KTM MY RIDE allows smartphone pairing via Bluetooth to control audio playback and to accept phone calls.
The 2022 KTM 1290 Super Duke R Evo has more aggressive bodywork and two new colorways. Pricing and availability are TBD.
For more information or to find a KTM dealer near you, visit ktm.com.
KTM’s line of naked bikes has steadily evolved over the past 25 years. We assembled the latest lineup of Dukes (left to right: 200 Duke, 390 Duke, 890 Duke, and 1290 Super Duke R) for a side-by-side evaluation. Photos by Kevin Wing.
KTM rose to prominence with its competition-winning two-stroke dirtbikes, but in 1994 the Austrian manufacturer made its first foray into the four-stroke streetbike market with the 620 Duke. The original Duke arrived on the scene just as supermoto replicas were booming in popularity. The tall, powerful machines with wide bars, much like enduro bikes but running on 17-inch road tires, were a blast to ride. Packing 50 horses, the light and lithe 620 Duke was the most powerful thumper on the street at the time, earning it a hooligan reputation.
KTM has come a long way since then, but the early Duke DNA – wide bars, a tall stance, and exhilarating power – carries over to the current lineup. Every model – 200 Duke, 390 Duke, 890 Duke (an R model is also available), and 1290 Super Duke R (shown left to right above) – is a naked bike with an upright seating position and a wide, flat seat, and most are versatile enough for urban riding, canyon carving, and even sport-touring. With styling by Kiska, they share bold, angular bodywork and typically favor KTM’s trademark orange on powdercoated frames and bodywork. The split headlight on the three largest Dukes also split the opinion of our test riders.
What are the four Dukes like, and what sort of buyers will they appeal to? We rode them back-to-back to find out.
200 Duke: Scrappy Underdog
Both the smaller Dukes possess thrilling riding characteristics that belie their diminutive displacements. The 200 has a highway-ready top speed and lightning-quick handling.
Though powered by a 200cc Single that made just 22 horsepower and 13 lb-ft of torque at the rear wheel on Jett Tuning’s dyno, the 200 Duke is more substantial than the numbers suggest and didn’t appear out of place among its larger siblings. It has the same physical dimensions and 3.5-gallon tank as the 390, but weighs 20 pounds less and its seat is an inch lower. Like all of the Dukes, the 200 has a chromoly tubular-steel trellis frame, and our test bike had a black main frame, a white subframe, and orange wheels.
Suspension is proficiently handled by a non-adjustable WP Apex inverted fork and a preload-adjustable rear shock. Single-disc brakes front and rear include Bybre (an abbreviation of “by Brembo,” a subsidiary focused on smaller machines) calipers, and ABS is standard and can be disabled at the rear wheel. The monochrome LCD instrument panel looks dated, and the one on our test bike needed to be unplugged and reset to fix a glitch. The 200 is the only Duke with a non-LED headlight and the only one that doesn’t have the split design.
The 200 Duke’s exhaust exits from a box below the swingarm pivot, distinguishing it from the traditional mufflers on the larger Dukes.
It’s only natural to label the 200 as an entry-level bike, and it’s well-suited for that role with unintimidating power and brakes that aren’t grabby and won’t easily lock up. With a flat torque curve and six gears, the 200 is more than capable of cruising at over 70 mph on the freeway, with a top speed approaching 85 mph. The chassis and suspension are well matched, and the 200 is light and exceptionally agile, making it exciting on curvy roads. At full tilt, the brakes could do with more muscle, and aggressive or larger riders will yearn for more power, especially going uphill. Our testing team was unanimous in concluding that the 200 exceeded expectations, especially on the fun scale.
The 200 is a perfect first motorcycle, and it offers more performance than entry-level bikes like the Honda Grom (see test on page 58) and the Royal Enfield Meteor 350. But new riders may outgrow the 200 quickly and trade up to – or even start off with – the 390.
390 Duke: Fierce Featherweight
In the right hands, the 390 will readily embarrass larger, more powerful machines on tight, technical roads.
The 390 is a considerable step up from the 200, and the extra $1,700 is worth the investment. Despite its small size, the 390 is a rider’s motorcycle. Its 373cc Single pumps out 42 horsepower and 27 lb-ft of torque at the rear wheel. The suspension and brakes have a similar specification as the 200, but the fork and shock have about an inch more travel and feel better damped, and with its larger front rotor (320mm vs. 300) the 390’s brakes feel stronger and more precise. An LED headlight, a color TFT display with Bluetooth connectivity, and adjustable levers are welcome upgrades over the 200.
The 390 Duke is a blast to ride and punches well above its weight class. Tipping the scales at just 359 pounds wet and offering outstanding maneuverability and usable performance, the 390 will appeal to a broad spectrum of riders and was universally loved by our testers. Despite its power deficit, the 390 was able to keep up with the larger Dukes on tight, twisty sections of road, only falling behind when the pavement straightened out.
As with the 200, the 390 has a single-disc brakes on both wheels, but with a larger 320mm rotor. ABS is standard and can be switched off at the rear wheel (Supermoto mode).
New riders, including those who want to go fast, will have years of enjoyment ahead of them on the 390 Duke. This is the sleeper bike, the one that might get overlooked by seasoned riders but packs a ton of fun into a small, affordable package. It can be a carefree, fuel-efficient commuter during the week, and on weekends it’s just a throttle twist away from being a canyon-carving dragon slayer.
890 Duke: Super Middleweight
The 890 channels the hooligan attitude of the original 620 Duke.
Nicknamed the “Scalpel,” the 890 Duke hews closest to the original Duke formula: light, agile, and capable of hair-on-fire thrills. Its 889cc parallel-Twin is good for 111 horsepower and 67 lb-ft of torque at the rear wheel in a bike that weighs just 405 pounds wet. Compared to the 390, you get 164% more power and just 13% more weight, but you’ll pay nearly twice as much in the bargain.
That’s a big jump in price, but everything is better. The WP Apex suspension, with a non-adjustable inverted fork and a preload-adjustable rear shock, offers better damping and more travel. (The 890 Duke R is equipped with higher-spec adjustable suspension.) The triple-disc brakes with multi-mode cornering ABS are precise and reassuring. It also has riding modes, multi-level traction control, and wheelie control, allowing our testers to tailor the riding experience as desired. Our test bike was fitted with the dealer-installed Tech Pack ($750), which includes the Track Pack (Track mode, 9-level TC, anti-wheelie off, and launch control), Motor Slip Regulation, and up/down Quickshifter+.
The 890 embodies the essential qualities of KTM’s naked bike philosophy: raw power coupled with sharp handling and equally sharp styling.
None of us were immune to the 890’s charms. We praised its dart-like handling, eager yet smooth power delivery, strong, progressive brakes, and sure-footed chassis. The Twin’s 270-degree firing order delivers a broad spread of torque for blasting out of corners and adds a pleasing crackle on downshifts. The 890 is a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.
The 890 is no show pony. It is a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials. When it comes to performance and handling, nothing is superfluous in the 890, and nothing is wanting. Experienced riders with even the slightest inclination toward spirited riding will never tire of putting the 890 Duke through its paces, and yet it remains friendly and forgiving enough for jaunts around the city or sport-touring with some soft luggage. Just point it at the twistiest road you can find and open the throttle.
1290 Super Duke R: When Too Much is Not Enough
The 1290 Duke turns the knob up to 11 and makes itself heard in the sporty streetfighter category.
Introduced in 2014, the 1290 Super Duke R – known as “The Beast” – is the pointy end of KTM’s streetbike spear. Updated last year, it’s more powerful and lighter than ever, with its 1,301cc V-Twin churning out an asphalt-buckling 166 horsepower and 94 lb-ft of torque at the rear wheel.
Fully adjustable WP Apex suspension is tuned to handle the Super Duke’s immense power, and it delivers a firm but confident ride. Brembo Stylema front brake calipers feel like they came off an airliner, such is their awesome strength, and while some in the test group felt they had too much initial bite, others raved about them. Riding modes and a full suite of six-axis IMU-enabled electronic riding aids allow The Beast to be tamed or unleashed, and our test bike was equipped with the dealer-installed Tech Pack ($750). The LED headlight incorporates an air intake, but overall styling remains much the same – angular, aggressive, looking for a fight. Creature comforts include self-canceling turnsignals, cruise control, and keyless ignition, steering lock, and gas cap.
The 1290 Duke is imposing, but is undeniably nimble.
The Super Duke elicited the most controversy when it came to the post-riding discussions. Like a silver-backed gorilla, it packs serious punch, but if you treat the 1290 with respect, it will respond in kind. The ocean of torque allows for lazy meandering along open roads, as well as controlled spurts of acceleration and braking demanded by dense traffic. But should you decide to be aggressive with the Super Duke, be sure to have your senses, skills, and reactions at peak readiness, as it comes by its Beast moniker honestly.
The bike feels tall and, with its humpback tank, a little imposing, but its 441-pound curb weight is quite manageable. Although the steering is heavier than on the 890 due to its lazier rake and slightly longer wheelbase, the 1290 is nonetheless nimble and responsive. For a couple of our testers, the difference was partly psychological. Whereas the 890 felt in alignment with their skill set, the 1290’s capabilities felt beyond them. Part of the excitement of riding a motorcycle is the ability to give it full throttle, but doing so on the 1290 is short-lived at best and more appropriate for wide-open roads or even the racetrack.
When considering potential owners for this exceptional machine, it is best suited for those with a high level of riding skills and experience. Some buyers just want the best, or the most, or both, and the 1290 Super Duke R will deliver on those promises. This horse will carry like a Clydesdale and run like a thoroughbred. Beyond that, the KTM 1290 Super Duke R defies reason, in the sense that it offers almost too much of everything, which you could argue is precisely what a Super Duke should do. For most riders, however, the 890 is probably a better fit and will be more enjoyable to ride. Like Dirty Harry said, riders must know their limitations.
All in the Family
Their styling may be polarizing, but KTM’s ability to maximize performance and minimize weight ensures that the current crop of Dukes are worthy successors to the name.
Within the KTM Duke range, from the $3,999 200 Duke to the $18,699 1290 Super Duke R, there is a bike for nearly every rider, from those just starting out to those at the top of their game, from commuters to weekend warriors to track-day junkies. While only the 200 and 390 are likely to be cross-shopped by potential buyers, we found the 390 and 890 to be the most broadly appealing of the four. For experienced riders, the 200 may be too little, and for some, the 1290 may be out of reach, but every bike here earned the respect of our testing team.
2021 KTM Duke Lineup Specs
2021 KTM 200 Duke Specs
Base Price: $3,999 Warranty: 2 yrs., 24,000 miles Website: ktm.com
Engine Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves Displacement: 200cc Bore x Stroke: 72.0 x 49.0mm Compression Ratio: 11.5:1 Valve Insp. Interval: 9,300 miles Fuel Delivery: EFI, 38mm throttle body Lubrication System: Wet sump, 1.6 qt. cap. Transmission: 6-speed, cable-actuated wet clutch Final Drive: X-ring chain
Chassis Frame: Chromoly steel trellis & cast aluminum swingarm Wheelbase: 53.4 in. ± 0.6 in. Rake/Trail: 25 degrees/3.7 in. Seat Height: 31.6 in. Suspension, Front: 43mm inv. fork, no adj., 4.6 in. travel Rear: Single shock, adj. preload, 5.0 in. travel Brakes, Front: Single 300mm disc w/ radial 4-piston caliper & ABS Rear: Single 230mm disc w/ 1-piston caliper & ABS Wheels, Front: Cast aluminum, 3.00 x 17 in. Rear: Cast aluminum, 4.00 x 17 in. Tires, Front: 110/70-ZR17 Rear: 150/60-ZR17 Wet Weight: 339 lbs.
The LCD on the 200 (top left) falls short of the full-color TFTs on the larger Dukes, which provide clear, readable information, with a tach, speedo, gear position, and more. In low light, the displays change from a white background (shown on the 390) to black (shown on the 890) or orange (only on the 1290).
Our first Motorcycle of the Year was awarded to the 1990 BMW K1, and for the past 31 years we’ve limited contenders to current model-year motorcycles that are new or significantly updated. In recent years, however, production timing and model-year designations have become more fluid.
And then there’s the economic shutdown last year caused by the pandemic, which disrupted the global supply chain for everything from toilet paper to semiconductors. Some manufacturers were forced to delay the release of certain models, while others skipped the 2021 model year altogether.
We’ve posted announcements of new/updated 2022 models as early as January of this year. And so far, we’ve ridden 2022 motorcycles from BMW, Honda, Indian, Kawasaki, Suzuki, and Yamaha. To give all makes and models a fair shake during the calendar year when they are released and most relevant, eligible contenders for this year’s MOTY include any new/updated motorcycle released since last year’s award that are available for testing.
There were plenty of motorcycles to consider, and we’ve narrowed them down to 10 contenders and one winner. Without further ado…
THE CONTENDERS
1) BMW R 18 B/Transcontinental
2022 BMW R 18 Transcontinental (Photo by Kevin Wing)
BMW entered the traditional cruiser segment in 2021 with the standard R 18 and windshield-and-saddlebags-equipped R 18 Classic, built around the 1,802cc “Big Boxer.” The 2022 R 18 B “Bagger” and R 18 Transcontinental are touring-ready with a batwing-style fairing, infotainment system, hard saddlebags, and a passenger seat, and the TC adds a top trunk with a passenger backrest.
2021 Harley-Davidson Pan America 1250 Special (Photo by Kevin Wing)
Yes, pigs – or more accurately, hogs – can fly. The Motor Company shook up the hyper-competitive ADV segment when it introduced the 2021 Pan America 1250/Special. Powered by a 150-horsepower V-Twin and fully equipped with all the latest bells and whistles, it proved itself to be highly capable on- and off-road, and the optional Adaptive Ride Height is its killer app.
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Honda’s GL1800 won Rider’s MOTY when it debuted in 2001 and again when it was thoroughly overhauled in 2018. Updates for 2021 may seem minor, but they make all the difference when it comes to the two-up touring the Wing was designed for. The larger trunk holds more stuff, the improved passenger accommodations are appreciated, and the audio and styling updates add refinement.
The all-new Rebel 1100 is the sort of cruiser only Honda could make. It has styling like its smaller Rebel 300/500 siblings, a powerful engine adapted from the Africa Twin CRF1100L (including an optional 6-speed automatic Dual Clutch Transmission), ride modes and other electronics, well-damped suspension, good cornering clearance, modest weight, and a base price of just $9,299 (add $700 for DCT).
The KLR is dead, long live the KLR! After a two-year absence, Kawasaki’s legendary dual-sport returns for 2022 with fuel injection (at last!), optional ABS, and other updates aimed at improving reliability, comfort, stability, load capacity, and user-friendliness. It remains one of the best deals on two wheels with a base price of $6,699.
KTM’s street-oriented 790 Adventure and off-road-ready 790 Adventure R shared Rider’s 2019 MOTY. Just two years later, the folks in Mattighofen kicked it up a notch with a larger, more powerful engine from the 890 Duke R, chassis updates, and tweaks to the suspension, brakes, and electronics, all of which contribute to the 890 Adventure R’s all-terrain capability.
2022 Indian Super Chief Limited (Photo by Jordan Pay)
To celebrate the 100th anniversary of the original Chief, Indian revamped its entire Chief lineup, with six models that strike a balance between old-school style and new-school technology. Powered by the Thunderstroke 116 V-Twin, the all-new Super Chief Limited has a quick-release windscreen, saddlebags, a two-up seat, ABS, and a Ride Command-equipped display.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
Yes, the Meteor 350’s air-/oil-cooled Single makes just 18 horsepower and 18 lb-ft of torque. But rarely have we encountered a motorcycle that offers so much substance for so little money. In top-spec Supernova trim, the Meteor comes with ABS, turn-by-turn navigation, a two-up seat with a passenger backrest, a windshield, and a two-tone paint scheme for just $4,599.
The former winner of the late-’90s top-speed wars got its first major update since 2008. Thanks to more grunt in the midrange, the Hayabusa’s updated 187-horsepower 1,340cc inline-Four helps it accelerate faster than ever before. Refined and reworked from nose to tail, the ’Busa has more aerodynamic bodywork, a full suite of IMU-enabled electronics, and much more.
Designed to be equally capable on- and off-road, Yamaha’s middleweight adventure bike is powered by a liquid-cooled, 689cc CP2 parallel-Twin and has a durable tubular-steel frame, adjustable long-travel suspension, switchable ABS, and spoked wheels in 21-inch front/18-inch rear sizes. Contributor Arden Kysely liked the T7 so much, he bought our test bike from Yamaha.
2021 Yamaha Tracer 9 GT (Photos by Joseph Agustin)
For the better part of the past decade, the adventure bike segment has been the darling of the motorcycle industry, growing while other segments have been flat or declining and siphoning off R&D resources. With some adventure bikes making 150 horsepower or more, traditional sport-tourers have been all but neglected. Stalwarts such as the Honda ST1300, Kawasaki Concours 14, and Yamaha FJR1300 haven’t been updated in years.
That’s what makes the Yamaha Tracer 9 GT such a breath of fresh air. At less than 500 pounds fully fueled, it’s much easier to handle than the 600-plus-pound S-T bikes on the market. And with a claimed 115 horsepower on tap, there are few motorcycles that will leave it behind.
We first tested the bike that would evolve into the Tracer 9 GT when Yamaha introduced the FJ-09 for 2015. At its heart was the liquid-cooled 847cc CP3 Triple from the FZ-09 – an absolute ripper of a motor. It had an ADV-ish upright seating position and wind-blocking handguards but rolled on 17-inch wheels with sport-touring rubber, while its windscreen, centerstand, and optional 22-liter saddlebags added touring capability. The FJ-09 was light and fun to ride, but it was held back by fueling issues, poorly damped suspension, and weak brakes.
Yamaha did its homework and gave its middleweight sport-tourer an overhaul for 2019, renaming it the Tracer 900 GT in the process. Updates included better throttle response, a longer swingarm for more stability, higher-quality suspension, a new TFT color display, and a larger, one-hand-adjustable windscreen. The saddlebags were made standard as were other features, such as cruise control, heated grips, and a quickshifter.
Two years later, Yamaha went even further. For 2021, the new Tracer 9 GT gets the larger 890cc CP3 Triple from the MT-09, which is lighter, more fuel efficient, and more powerful. An all-new lightweight aluminum frame is made using a controlled-fill diecast process that reduces mass and increases rigidity. A new aluminum swingarm is longer and stronger, and a new steel subframe increases load capacity to 425 pounds and allows an accessory top trunk to be mounted along with the larger 30-liter saddlebags. New spinforged wheels reduce unsprung weight, and they’re shod with grippy Bridgestone Battlax T32 GT sport-touring tires.
In addition to updated throttle response modes and all-new KYB semi-active suspension, the Tracer 9 GT now has a 6-axis IMU that enables a suite of electronic rider aids adapted from the YZF-R1, including lean-angle-sensitive traction control, ABS, slide control, and lift control. It also has full LED lighting (including cornering lights) and a new dual-screen TFT display. The rider/passenger seats have been upgraded, and the rider’s ergonomics are adjustable.
We had an opportunity to test the Tracer 9 GT just before the MOTY polls closed, and it swept the field. Thanks to steady evolution and improvement over three generations, Yamaha has demonstrated just how good a modern sport-tourer can be, especially for riders who value agility over couch-like luxury. Performance, sophistication, comfort, versatility, load/luggage capacity – the Tracer checks all the right boxes and leaves nothing on the table.
Congratulations to Yamaha for the Tracer 9 GT, Rider’s 2021 Motorcycle of the Year!
