Some bikes take a while to flourish on you, to properly apprehend how to get the best out of them. Where the sweet spot of the engine aspersion, the better shift points, body positions, those sorts of things. With others, you just jump on and the aura is familiar to what you’ve ridden before so you can benchmark them easily.
The first bike to come up to is KTM’s new p-twin is the all-new KTM 790 Duke, a middleweight, naked sport bike that slots bounded between the single-cylinder 690 Duke. There has been a lot of plugging surrounding the 790 and we all are excited to get the opportunity to live with this bike for a few days to figure out just how good it really is.
While the KTM 790 Duke is a doddle to gambol on and riding on it is not an easy thing to master punting it hard, simply because its competence is so high. Even now after allocating the best part of a week and a half on it, my head is still trying to try to come up to speed.
The Dukes are a family of naked sports bikes living in a period of KTM’s lineup. From the entry-level 390 Duke to the wildly all-powerful 1290 SDR, these bikes offer a fun, spirited ride, with enough enjoyment is built in to get you through a full day of riding. Naked sports bikes are one of the few developing segments of motorcycles and have been hugely meaningful overseas for years. This is conspicuous in the fact that the market gets a version of the 790 Duke that restricts power output to adhere to A2 licensing restrictions.
Even with the extension of dual counter balancers, the engine spins up wickedly fast. It can calmly get away from you if you’re not paying attention. This engine is absolutely not aimed at new riders. Rather, this as a second or third step for most riders makes headways through the displacement line.
The 790 Duke gets a quick-shifter for flawless upshifts as well as downshifts. To help keep things glassy and continuous during aggressive downshifts, the slipper clutch is aided by KTM’s Motor Slip Regulation system, which enacts as an auto blipper to match engine speed when blowing down through the gears. The one piece of automation that isn’t standard is KTM’s Ride system, which allows the rider’s phone to be linked to the dash.
The enormous change KTM riders will notice is the use of a cable clutch as opposed to the hydraulic clutch that is standard on the more expensive models. The 790 Duke does get accommodating flexible levers, but I don’t love them. The 790 Duke is drooping at the front via a 43 mm WP fork similar to the 390 and 690 Duke. While KTM’s full-sized twins get 48 mm fork tubes with external adjustment, the 790’s fork is a sealed unit with no extraneous adjustment. It applies a progressive spring, which gets stiffer the further into the 5.51-inch stroke you get. There is also a banal steering damper mounted at the lower triple.
Puzzled about modification options for the suspension, It looks like there will be a drop-in kit from KTM to add modification for those folks who want it. There will also be a factory one-inch menacing option for shorter riders who feel the 32.5-inch seat height is too tall.
The 790 Duke dash up to its nickname, this thing is a scalpel. The most compelling component of this bike is the engine. It’s so damn good. Gobs of midrange and capability that spins up sharp and fast, you can only imagine this plant is going to become a foundational staple in KTM’s lineup to serve as a podium for other models alongside the Duke.
KTM 790 Duke Bike specification:
|Engine Displ.:||799 cc|
|No Of Cylinders:||2|
|Torque:||87 Nm @ 8000 rpm|