KTM 890 DUKE (2021 - on) Review

The way the R model’s top spec suspension and tyres work are worth the ticket price alone, but the same can’t be said of the base model’s cheaper set-up. It still has WP Apex units, but they aren’t set to such wonderful perfection.

The 890 Duke is still nicely balanced, reassuring and although steering geometry is slightly slower to keep things more stable it’s still agile and accurate, but its non-adjustable forks and preload adjustable rear shock don’t offer the same sublime plushness and control.

It’s the same story with the tyres. The 890 Duke is fitted with the latest Continental ContiRoad sports touring rubber, which work well enough, but compared to the R’s sportier Michelins they don’t have the grip to chuck the KTM confidently on its side or charge into corners at speed.

Put simply all of the R’s on-road sparkle has been removed with the base model. KTM have used slightly lower spec Brembos compared to the R model’s Stylemas, but happily they’re not lacking in power or feel.

The 890 Duke is more comfortable, spacious and everyday-usable than the R. KTM have dropped the seat height from 834mm to a short rider-friendly 820mm and the pegs are lower for more legroom.

Ground clearance is less as a result, but you’ll need to be going some to scrape the pegs on the road. It still has a commanding, upright, over-the-front riding position and is very naked with little wind protection.

Its 889cc parallel twin cylinder engine is the same as the R’s, but power is down from 119bhp@9250rpm to 113bhp@9000rpm thanks to new mapping. An A2 licence version is also available.

Maximum torque is also down from 73lb-ft@7750rpm to 68lb-ft@8000rpm.  That doesn’t sound much of a drop on paper and in real life the KTM 890 Duke is still quick when you wind it up, but acceleration is noticeable flatter, making it less playful than the R. On top of that it’s also 4kg heavier (now 169kg, dry), which further clips its wings.

The 890 Duke is the one to go for those who don’t want to corner like Jeremy McWilliams and passengers can now come along for the ride, too, thanks to a new pillion seat and pegs.

But if you crave a dash of supermoto-like craziness from your KTM it’s going to feel lacking and even the satin black paintjob of our test bike looks sombre compared to the retina-busting orange-wheels on the R.

MCN’s online owners’ reviews show the previous-model 790 Duke has had its fair share of reliability problems. KTM say they are constantly improving build quality, so only time will tell if they’ve been addressed with the 890.

It’s easy to justify the cost of the KTM 890 Duke R, just for the way it excites and devours corners, but it isn’t such good value in base trim, especially as it’s more expensive than the Yamaha MT-09 and Triumph Street Triple R.

So, if you really fancy the idea of an 890 Duke you need to bite the bullet and spend the extra for the all-singing R version and that extra grand will be the best you’ve ever spent.

See what Neevesy thinks of the R version of the KTM 890 Duke here...

Build quality and finish out of the box are impressive and it’s well equipped with a colour TFT, riding modes and aids, but you’ll have to pay nearly 700 quid extra for our test bike’s Tech Pack that includes an up/down quickshifter, engine braking control and launch control, adjustable throttle maps and the ability to adjust traction control in nine stages.

It also lets you turn off the wheelie control when you’re stopped, although it resets every time you kill the engine.