Motorcycle specifications KTMDuke 890 R 2021 Claws at the end of hands.

There are days, nights and dreams, when no knee has the gnawing vibrator.
From feline to fawn lies, for fortune incredulous in a bend plunges.
Presence doesn't relieve, under the heat of ice, rage looms.
"if the snakes spare us, we'll play better, I promise".
With the Duke 890 R, it's not Shakespeare but a Michael Mann scenario in the making. KTM's mid-range roadster gets a waiver to go for bigger thrills and top-notch efficiency.

Why play better? Because, even if the 890 Duke can satisfy the sporty but non-racing needs of a mid-size streetfighter, some will demand a livelier, more incisive, more muscular, more rigorous, more estoqué ride. Exactly the leitmotif of the R philosophy. Almost all of Mattighofen's most tactical models have had this variation. For the 890 Duke R, this means better equipment and more power. Put away the teeth, take out the sliders and disconnect the reasonable; the R is ready for it.

Some signs of nervousness are obvious on the R, others more subtle. Among those that jump out at you, the orange color scheme for the frame and rims makes your retina pop every time. The front? As menacing as the 890. Shoulders? Just as crooked. Decoration? A little less acidic.
If threats want to get closer, the Katoche awaits. The details are there to retaliate. First squad: Brembo Stylema brake calipers, representing today's top braking technology. The fluid is pushed by a Brembo MCS master cylinder. Then come the tires, with their very sporty profile. The Michelin Power Cup tires are just right for this machine, for the demanding and performance-minded. The brake chamber changes, as do the mirrors. The absence of rear footrests and a passenger seat, replaced by a backrest, complete the egotistical racing picture. The 890 Duke R is a mistress, giving herself only to the most self-confident of riders.

it grabs you by the handlebars and excites you with its displacement and grunt. The parallel twin was the first to push its walls by increasing bore (88 mm -> 90.7 mm) and stroke (65.7 mm -> 68.8mm). The compression ratio was increased, the cylinder head and flywheel made heavier, the cylinder head redesigned with larger valves and more aggressive camshafts, and the forged pistons managed to lose 10 grams each despite their larger size. Admittedly, 10 grams may not sound like much, but it does have an impact on revs. Especially as the 890 R's max is higher than that of the 890. The R had the privilege of inaugurating this re-cubed block, and is the only one to benefit from it. But by 2021, Adventure and Duke models will all be fitted with the 890.
In the end, this block delivers 121 hp at 9,250 rpm. A 6-horsepower gain, supported by increased torque. Over 1/2 mkg more, with a peak of 10.1 mkg at 7,750 rpm. Now it's time to start talking, making circles around roadsters grumbling about their territory. This Duke can now challenge the Triumph 765 Street Triple RS or the 900 MT-09 SP.

To do so, you need a chassis that doesn't just hold up, but grips the pavement. Katoche still relies on its tubular frame, but has revised its geometry to make it more responsive. Attached to it, the WP Apex suspensions are optimized, with the 43 mm inverted fork adjustable for compression and rebound. The shock absorber goes even further, with the added benefit of preload. The rims are lighter and more lively. This, in turn, is boosted by a narrower column angle. This bike has an itchy sense of attack. What's more, its revs pay off. In all, the R has shaved 3 kilos off its weight, bringing it up to 184 kilos fully loaded on the scales.
Ergonomics have also been improved, so that the rider can take better care of his companion. The seat and footrests are slightly higher, and the (adjustable) handlebars are lowered, tilting the body forward a little more.

Is it a desire for a bit of fun, or a need to let off steam at the rim? In either case, modernity imposes its own set of riding aids. The 890 R logically recovers the 890's good looks. The 4 riding modes (Street - Sport - Rain - Track), angle-sensitive traction control and ABS, downshift engine slip adjustment, and Supermoto mode for the ABS. The latter increases the level of fun by cutting out the rear wheel while acting on the front. The electronics are designed as they should be, with LED headlights, venom hooks.... with daytime running lights and a color TFT screen.
Surrealistically, the shifter is optional...
And in the technophile's department, you'll be tempted by the cruise control or the Bluetooth box for controlling your smartphone.

Rain mode - the default safety mode for slippery roads, with maximum traction control, smooth acceleration response and lower power output.

Street mode - for daily commuting, offers maximum power, default acceleration control and sufficient traction control for on-road driving, without sacrificing acceleration; cuts power when the front wheel lifts.

Sport mode - corresponds to sporty driving on the road with full power, sharper acceleration response and less intrusive traction control, allowing a little wheel slip. This mode allows the front wheel to take off without interfering with traction control, enabling maximum acceleration.

Track mode - allows riders to customize traction control, with nine levels of slip control and the option of activating or deactivating anti-wheeling. Engine slip control is deactivated in Track mode for greater control.

With this KTM Duke 890 R, the Austrian manufacturer has erased the main shortcomings of the 790, sharpening the base of the standard 890 by adding a much sportier touch. The price and specification have also been revised upwards, in line with the qualities that this little ball of nerves will claim. A real toy for grown-ups, for those who already know their stuff and want to make the most of it.

M.B - Manufacturer's photos