Motorcycle specifications KTM790 Duke 2027 A road thriller

The 790 Duke isn’t exactly a gentle bike. While not exactly a villain, it doesn’t hesitate to elbow its way through to give its competitors a run for their money. But KTM decided it was time for it to step up its game, add some style, and embrace the family’s expressive character—all while sharpening its skills for the road.

Its teenage years and its previous wasp-like front end are now a thing of the past, making way for a facehugger inspired by those of the 990 Duke and 1390 SuperDuke R. A commitment to experimental visual boldness that allows the roadster to be striking, different, eye-catching, and sometimes misunderstood.

Taking advantage of this facelift, Mattighofen has revised the less prominent side panels, the turn signals, the mirrors, the brake fluid reservoir, and the fairing around the fuel tank to assert its new identity.

After all, it has to show its teeth to demonstrate its evolution. It can’t really claim to be an all-new model, as the technical foundation is quite similar to the previous generation. But there are a host of new features designed to offer a different riding experience.

The rider will quickly notice this. The riding position is now more engaged, with footpegs raised by 7 mm and set back by 2 mm, a sleeker seat, and a redesigned fuel tank (holding half a liter less fuel).

White Power Takes the Lead

It’s in the riding dynamics where the difference will be most noticeable. The 790 Duke “Phase 3” significantly increases its suspension travel (+10 mm in the front / +20 mm in the rear), providing more working range for the WP Apex components. The 43-mm inverted fork is equipped with progressive springs for greater suppleness at the start of the stroke and firmer action as it approaches the stop to prevent bottoming out. Compression can be adjusted in 5-click increments in the left tube, and rebound in the right tube as well. The shock absorber has the same number of clicks, but for preload and rebound.

Then, every now and then, you have to brake. This is where some people might be surprised. The J.Juan calipers are no longer part of the setup; they’ve been replaced by…
Brembo? ByBre? Nissin? Hayes? Beringer? Not at all. By WP!
Yes, just like the suspension. The KTM/White Power duo recently decided to supply its own braking solution. The 390 Duke was the first to be equipped with it. The 790 is following suit (many other KTMs will gradually do the same) by entrusting its braking to these new Austrian 4-piston calipers, biting down on 300 mm rotors. The system promises more power and less lever effort— we can’t wait to try it out. The rear features a 240 mm disc, with a single piston this time. The front and rear master cylinders are also from WP.

It hasn’t revealed everything about its road-going capabilities yet. Its Maxxis tires have been swapped out for Pirelli Diablo Rosso IVs.
The 790 Duke continues its update with a new subframe, featuring a revised shape and molded from a single piece of aluminum, while integrating the airbox. In fact, judging by the increased volume of the exhaust system, it seems the Duke is eager to breathe.

Fundamentals Remain the Same

However, the engine doesn’t roar any louder than before. This LC8c, lively and fun to ride, hasn’t changed and delivers the same power figures: 105 chevaux at 9,500 tr/mn for most countries around the world. Except that KTM is continuing its targeted policy of limiting European models to 95 chevaux, just so riders can easily qualify for an A2 license. This maximum power is reached much earlier, at 8,000 trs. And the torque? That remains unchanged as well, at 87 Nm.

It would be tempting to assume the same for the instrument panel, with a 5-inch color TFT screen that appears identical. Visually, that’s the case—and that’s a good thing. KTM’s digital ergonomics set the standard. However, the housing and finish have been improved.

The active electronics still consist of two groups:

• A first set that comes standard with traction control, 3 riding modes, cornering ABS, and Supermoto mode (which can be disabled on the rear wheel).
• And the optional features, including Launch Control, cruise control, adjustable traction control and wheelie control, an additional Riding Mode, MSR engine slip control, and a telemetry-style display.

  It’s worth noting a subtle but significant change: the removal of Demo Mode—that introductory mode where all the assist features were available “for a taste,” but deactivated after about a thousand km if you didn’t write the check to unlock them. There will be no more frustration from now on—either you pay and get them, or you don’t get to experience them at all.

A Small Bike with Big Ambitions

The 790 Duke was already one of the lightest roadsters in its class—almost on par with a Ducati Monster. It’s managed to shed 2 kg, bringing its dry weight down to 167 kg—without altering the frame or swingarm.

Refreshed and refined rather than completely redesigned, the most “versatile” of the Duke models has what it takes to solidify its place in the market. Its look won’t be to everyone’s taste, but it offers enough to discover to make you want to turn the key in the ignition. All this for the same price; the parent company realized some time ago that selling is more effective than exaggerating.

M.B. - Manufacturer photos