There are days, nights and dreams, when no knee has the vibrator that gnaws.
From feline to fawn stretches out, for incredulous fortune in a bend plunges.
The presence does not relieve, under the heat of the ice looms rage.
"if the snakes spare us, we will play better, i agree".
In Duke 890 R, it is not Shakespeare but Michael Mann-style script that looms. The mid-range roadster at KTM obtains a derogation to get bigger sensations as well as a higher notch efficiency.
Why play better? Because even if the 790 Duke can provide satisfaction in the not too extensive use of a mid-size streetfighter, some will require a more lively, more incisive, more muscular, more rigorous, more stuck behavior. That is exactly the leitmotif of the R philosophy. Almost all of Mattighofen’s most tactical models have had this variation. For the 790 Duke, this requires better equipment and a significant increase in displacement. Put away the teeth, take out the sliders and disconnect the reasonable; the 890 commits to it.
Some signs of nervousness are evident in Rs; others more subtle. Among those that jump to the eyes, the orange color for the frame and the rims makes the retina jump every time. The face ? As threatening as on the 790. Shoulders? Also hooked. The decor? A little less acidic.
If the threats want to approach, the Katoche awaits them. The details will replicate. First squad, Brembo Stylema brake calipers, representing the top of current braking. The fluid is pushed by a Brembo MCS master cylinder. The tires follow, with a very sporty profile. The Michelin Power Cups are made to measure this machine, for the demanding and the initiated to the performance. The brake chamber changes, the mirrors too. The absence of rear toe clips and passenger seat, replaced by a backrest, finish painting the ego tableïste and racing of the machine. The 890 Duke R is a mistress, giving itself only to a confident lover.
She grabs him by the handlebars, excites him with its superior displacement. The parallel twin inflates 91 cm3 by increasing the bore (88 mm -> 90.7 mm) and stroke (65.7 mm -> 68.8mm). The compression ratio is increased, the vilo and its flywheel heavier, the cylinder head redesigned with larger valves and more aggressive camshafts, and the forged pistons manage to lose 10 grams each despite their larger size. Admittedly, 10 gr, that does not seem like nothing, but it plays on the increases in mode. Especially since the maximum of the 890 is higher than that of the 790.
In the end, this block balances 121 horsepower at 9,250 rpm. A gain of 16 horses that will come from the torque also increasing. More than 1 mkg gained (12 Nm to be precise), with a peak of 10.1 mkg at 7,750 rpm. There, it begins to talk, to make circles around roadsters growling on the territory. This Duke can now go provoking the Triumph 765 Street Triple RS or the Ducati 821 Monster Stealth.
For this, you need a frame that does not hold but that hangs on the pavement. Katoche always trusts its tubular frame, with the good care to review its geometry for more response. Attached to it, the WP Apex suspensions are optimized, with the inverted 43mm fork that can be adjusted for compression and rebound. The shock absorber goes further, taking advantage of the preload. The rims are lighter, promoting liveliness. Itself doped by a more closed column angle. This bike has an itchy sense of attack. Plus, his plan pays off. In all, the 890 was able to scrape 3 kilos, to bring 184 full facts on the scale.
Ergonomics also go through the sport box, so that the pilot takes better care of his companion. The saddle as well as the slightly higher toe clips and the lowered (adjustable) handlebars tilts the body forward a little more.
A desire for arsenal or a need to let off steam on the rim? In either case, modernity imposes its series of piloting aids. The 890 R logically recovers the good draft that the 790 already has. The 4 driving modes (Street – Sport – Rain – Track), traction control and ABS sensitive to the angle, adjustment of the level of engine slip when downshifting, and Supermoto mode for ABS. The latter increases the level of disconnection by cutting for the rear wheel while acting on the front. The electronic part is designed as it should with LED headlights, venom hooks … with daytime lights and a color TFT screen.
Surrealistically, the shifter is optional – while it is standard on the 790. The reverse would have seemed logical but there…
Precisely, in this radius for technophile, it will be tempted by the cruise control or the Bluetooth box to control his smartphone.
Rain mode – default safety mode when the road is slippery; it induces maximum traction control, smooth acceleration response and lower power.
Street mode – intended for commuting offers maximum power, default throttle control and sufficient traction control for road driving, without sacrificing acceleration; it cuts the power when the front wheel is lifted.
Sport Mode – corresponds to sporty driving on the road with full power, sharper throttle response and less intrusive traction control, which allows for a bit of slippage. This mode allows the front wheel to take off without interference with traction control, allowing maximum acceleration.
Track mode – allows riders to customize traction control, with nine levels of slip control and the option of activating or not anti-wheeling. Motor slip regulation is disabled in Track mode to allow more control.
With this KTM Duke 890 R, the Austrian manufacturer erases the main faults of the 790, adding a much sportier touch. The price and the requirement are also revised upwards, in line with the qualities that this little ball of nerves will claim. A hell of a toy for adults, for those who already have a job and want to use it.
What you must remember
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Model marketed in
medium: 4.74 l
sup 200 km / h
The technical aspect
2020 KTM Duke 890 R
- Tank: 14 liters
- Wheelbase: 1,482 mm
- Dry weight: 166 kg
- Weight in running order: 184 kg
- Train before
- secondary by chain
- Rear axle
(90.7 x 68.8 mm)
at 9,250 rpm
at 7,750 rpm