In KTM’s current lineup, the only street-legal, track-focused sportbike is the RC 390. The RC 8C is a track-only, homologation special limited to 100 units. KTM hasn’t offered a street-legal, liter-class supersport since the 1190 RC8, which was produced from 2008-2015. But starting in 2025, the KTM 990 RC R will fill that hole in the lineup. Read KTM’s full press release below for the inside scoop. Click here for details as well as the first episode in the 990 RC R documentary series.

Related: 2024 KTM 990 Duke Review | First Ride

KTM Roars Ahead: Unleashing the Dominant KTM 990 RC R Range

The KTM 990 RC R, which is set to roll off the Mattighofen production line in early 2025, has a dedicated Supersport persona but will be homologated for street use, catering to the desires of orange enthusiasts fixated on track days and individuals seeking to maintain the adrenaline rush with an exceptionally capable street bike. The all-new development embodies the fusion of Austrian engineering excellence and the ferocious racing DNA, delivering unrivaled performance while embracing the practical demands of the road.

The 990 RC R will excite enthusiasts with its street homologated model, but its race DNA will be intentionally unveiled in early 2024 in the form of a prototype, making appearances as a wildcard entry in non-point scoring outings across select European Supersport series, igniting anticipation among fans. KTM believes in developing this newcomer to their stable in the most READY TO RACE way possible – through racing.

KTM is also filming a multi-part behind-the-scenes documentary about the R&D journey of the bike and its entry into the Supersport sector. This exclusive behind-the-scenes content will give viewers close, and not usually seen, insights into the fast-paced world of the Austrian-based factory and what it takes to craft a motorcycle from an idea into reality. Follow the final stages of the research and development process moving all the way from the very beginning to the final unveiling of the finished street homologated version of the 990 RC R. Click HERE for the inside scoop.

KTM 990 RC R: The Purpose

Over the last fifteen years, KTM metered sport-orientated road products to the public at a time when the company was extending its off-road racing prowess to the asphalt: the KTM RC8, the KTM RC 390 and the track-only, limited edition KTM RC 8C were the prime examples.

Across that period KTM has merged R&D, learning, and roadracing accomplishments at a rapid rate. The company now caters to motorcyclists seeking a machine born from competition yet engineered to be the ultimate, advanced street tool. The search to minimize hard compromises brought on by overly sporty ergonomics and handling is over. The 990 RC R has been years in the making and with a wealth of data garnered by titles and trophies in almost every category of various MotoGP categories. The bike represents the natural evolution of the current KTM RC line-up, yet its sporting potential allows for a straightforward conversion into a 990 RC R TRACK edition. True to the READY TO RACE ethos, this edition is poised to make its debut in the second quarter of 2025.

KTM 990 RC R: The Product(s)

The street homologated 990 RC R boasts an LC8c powerplant, honed for rasping torque and horsepower, pumped out through the new ergo-crafted and condensed stainless steel muffler and fettled through a shifter that can be reversed to race-shift as standard.

The steel frame has been engineered for dynamic performance, with increased weight bias towards the front end. It features a dedicated steering head angle of 25 degrees and offset for enhanced steering responsiveness. Beefed-up stiffness gives the right feel and stability under acceleration on bumpy roads or on racetracks while also maintaining agility, especially at low speeds. A diecast aluminum subframe contributes to the ride.

Ergonomics are key to the 990 RC R’s behavior. Lengthy experimentation primed the six contact points on the tank for a better connection, leaning and ‘tucking in’ to ensure comfort but also support for knees, arms, and lower pressure on the hands. A new fuel tank has been shaped as a main component of the ergo. Adjustable footrests play a part, as well as the fully adjustable WP APEX Open Cartridge Suspension and light weight cast aluminum wheels wrapped in Michelin tires.

The MotoGP heritage is evident with the wind-tunnel-chiseled aero wings that provide stability for braking and cornering and other edges and profiling around the bodywork that screams ‘racer.’

If there were any lingering doubts about the bike’s intended purpose, the minimal modifications required for the transition to the KTM 990 RC R TRACK edition should indisputably reinforce its racing pedigree. Crafted by KTM in their Austrian factory, the modifications strip away the road-legal essentials, incorporate protective components, fine-tune adjustments, customize further, and revise racing bodywork, including a full exhaust system. These modifications ensure that riders focus on lap times rather than leisurely rides. Additionally, the ease of repair, low maintenance requirements, and extensive official dealer support provide further advantages.

KTM 990 RC R: The Promise

“The KTM 990 RC R is a groundbreaking innovation for those who live for the thrill of cornering. It’s for those who lean close to the road, almost brushing their knees, and then push the limits, dragging elbow to the tarmac on the racetrack. This bike offers power and prestige without the exorbitant price tag. At last, we can unveil our KTM 990 RC R and introduce a truly exceptional motorcycle to dealerships in early 2025, fulfilling the anticipation of countless riders and race enthusiasts. Our Duke range and other street products have garnered a loyal following for their distinct character; we believe the KTM 990 RC R will quickly attain cult status because it excels at the two things it was designed for so remarkably well. Success will be evident on the track, but the unparalleled experience for customers on the road will truly set it apart.” – Riaan Neveling, Head of KTM Global Marketing

The countdown to early 2025 starts right now. Follow the final stages of development in the special documentary video series by clicking here.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post 2025 KTM 990 RC R Prototype Announced appeared first on Rider Magazine.

Honda has updated three of its middleweight motorcycles for the 2024 model year. Included in this announcement are the Honda NX500 adventure bike (formerly called the CB500X), the Honda CBR500R sportbike, and the Honda CB500F naked bike. 

“Honda’s midsize lineup remains a core focus for the company, as these models suit a wide range of riders, in terms of skill levels and preferred riding experience,” said Colin Miller, assistant manager of public relations at American Honda. “The advancements made with the NX500, CBR500R, and CB500F are aimed at enhancing the experience for all riders, from casual commuters to lifelong enthusiasts.” 

These models join the list of Honda motorcycles already announced for 2024, including the new Honda Transalp, the updated Honda Shadow Phantom, the updated Honda Africa Twin, the returning Gold Wing family, the Rebel family, the NC750X, the SCL500, and others.  

Related: Returning 2024 Honda Motorcycles 

2024 Honda NX500 

The CB500X adventure bike has been renamed the NX500 for 2024. Powered by a liquid-cooled 471cc parallel-Twin, the NX500 has a claimed wet weight of 432 lb (7 lb lighter than the CB500X), a wheelbase of 56.8 inches, a seat height of 32.8 inches, a 4.7-gallon fuel tank, 19-inch front and 17-inch rear wheels, and 7.1 inches of ground clearance. Suspension is provided by a 41mm fork with 5.9 inches of travel and a Pro-Link shock with nine-position spring preload adjustability and 5.3 inches of travel. Up front are dual 296mm discs with two-piston calipers, and in the rear is a single 240mm disc. ABS is standard. 

Updates for the NX500 include a new ECU, lighter wheels, upgraded suspension settings, a new LED headlight, the addition of Honda Selectable Torque Control, and a new TFT display. 

The 2024 Honda NX500 will be available in Matte Black Metallic with an MSRP of $7,399. 

2024 Honda CBR500R 

The Honda CBR500R sportbike gets refreshed for 2024. The CBR500R is also powered by the 471cc parallel-Twin. It has a wet weight of 421 lb, a wheelbase of 55.5 inches, a seat height of 31.1 inches, a 4.5-gallon tank, dual 296mm front brake discs with two-piston calipers, a 240mm rear disc, and standard ABS. Suspension consists of a 41mm Showa SFF-BP fork and a Pro-Link single shock with nine-position spring preload adjustability. 

For 2024, the Honda CBR500R receives sharper Fireblade-inspired styling, including a new fairing with winglets. Also included are new LED headlights, a new 5-inch TFT display, and Honda Selectable Torque Control. 

The 2024 Honda CBR500R will be available in Grand Prix Red or Matte Black Metallic with an MSRP of $7,399. 

2024 Honda CB500F 

The Honda CB500F naked bike shares an engine, brakes, suspension, and dimensions with the CBR500R, but with a lighter wet weight of 414 lb. Updates include new styling, a new 5-inch TFT display, and Honda Selectable Torque Control. 

The 2024 Honda CB500F will be available in Matte Black Metallic with an MSRP of $6,899. 

Visit the Honda website for more information. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide 

The post 2024 Honda NX500, CBR500R, CB500F Updates  appeared first on Rider Magazine.

KTM is celebrating “30 Years of Duke” this year, and we’ve already reviewed two updated models, the 390 Duke and 990 Duke. We’ve saved the best – and biggest – for last, the 1390 Super Duke R Evo. Known for years as “The Beast,” the Super Duke gets a displacement bump from 1,301cc to 1,350cc (hence the evolutionary name change from 1290 to 1390) and other upgrades for 2024. KTM says it’s 60% new.

To achieve the larger displacement, KTM bored out the Super Duke’s twin cylinders from 108mm to 110mm but left stroke the same at 71mm. There’s also a new cam shift system that alternates between two different valve lifts above and below 5,700 rpm, allowing for both a deep well of low-end torque and a screaming top end rather than having to compromise between the two. The 1390 Super Duke R Evo’s liquid-cooled, 75-degree LC8 V-Twin now makes a claimed 190 hp (up from 180) at 10,000 rpm and 107 lb-ft of torque (up from 103) at 8,000 rpm, all while meeting Euro 5+ homologation.

Other engine changes include a redesigned airbox with a reduced stack height due to shorter throttle bodies, a larger throttle body inlet diameter (60mm, up from 56), a repositioned top-feed injector for better atomization of the fuel-air mixture, and revised 5th and 6th gears. Improvements in durability have enabled longer service intervals, with valve inspection checks now required every 60,000 km (37,282 miles).

The redesigned air intake and airbox allowed KTM to increase the volume of the fuel tank from 4.2 to 4.6 gallons. Refreshed bodywork includes revised tank spoilers with new winglets that produce downforce at speed, a slimmer subframe cover, and a new, 1.5-lb-lighter LED headlight unit that’s shared with the 990 Duke.

KTM 1390 Super Duke R Evo | GEAR UP

• Helmet: Shoei X-Fifteen
• Suit: Alpinestars Missile V2
• Airbag Vest: Alpinestars Tech-Air 5
• Gloves: Alpinestars SP-8 V3 Air
• Boots: Alpinestars Supertech R Vented

As before, the 1390 Super Duke R Evo has a chromoly-steel trellis main frame that uses the engine as a stressed member, and holding up the tailsection is a cast-aluminum/composite subframe. The updated WP Apex semi-active suspension consists of a 48mm inverted fork and a rear shock with multiple modes (Auto, Comfort, Street, Sport, and Rain). The optional Suspension Pro package adds Track and Pro modes, automatic preload leveling, anti-dive, and Factory Start, which reduces rear preload when coming to a stop to lower the seat height.

Throttle-by-wire and a 6-axis IMU allow for a full suite of electronics, including ride modes (Sport, Street, and Rain), cornering ABS with a Supermoto mode that disables ABS at the rear, lean-sensitive traction control, and cruise control. The optional Tech Pack adds Motor Slip Regulation, Quickshifter+, Suspension Pro, and the Track Pack, which adds Track and Performance ride modes, engine-brake control, wheelie control, telemetry, and a lap timer.

Top-shelf Brembo Stylema monoblock calipers squeeze 320mm discs up front, and they are controlled by a Brembo MCS (multiple-click system) radial master cylinder. A self-venting Brembo clutch master cylinder eliminates the need to bleed the hydraulic clutch system. The Super Duke’s 17-inch wheels are shod with new dual-compound Michelin Power GP tires, which save 1.2 lb of unsprung weight over the previous tires. Claimed wet weight for the Super Duke is 441 lb.

We tested the 1390 Super Duke R Evo at Almeria Circuit, a racetrack in southern Spain. The English translation of the track’s website describes the 2.5-mile, 15-turn circuit as “expectacular” with “more hours of sun of Europe.” Actually, it’s a tricky track with multiple blind corners. And when we were there, it was cold with “more hours of clouds” and, after the first few sessions, “tears falling from the sky” (rain).

As a naked bike, the 1390 Super Duke R Evo has agreeable ergonomics, with an upright handlebar, adequate legroom, and a well-padded seat. Despite its “Beast” moniker, in today’s world of sophisticated electronics and refined tuning, the Super Duke is quite civilized, or at least it can be. Our slow-speed riding was limited to pit lane, but during our tests of previous models, the Super Duke has been well-behaved on city streets.

Related: 2022 KTM 1290 Super Duke R Evo Review

While learning an unfamiliar track on a cold day, the 1390 never felt edgy or twitchy. It was easy to modulate the bike’s throttle, and its handling characteristics were neutral and reassuring. After a couple sighting laps, I started to figure out Almeria’s layout and dial up my speed through the bends. It’s on corner exits that The Beast really comes alive, with heaps of torque at the ready. On the circuit’s two straights, I was able hold the throttle WFO and feel the remarkable amount of thrust the Super Duke is capable of.

Approaching the end of those straights, a firm squeeze on the right lever threw everything into reverse, returning man and machine to more manageable speeds, and a light push on the handlebar quickly initiated a lean into the next corner. As my confidence increased, the Super Duke was right there with me, always ready to give more without ever crossing that invisible line into the abyss, where things go from great to oh-shit in the blink of an eye.

Judging by the speeds at which the former racers and track rats in our group passed me, the 1390 Super Duke R Evo is capable of much more than I was able to wring out of it. Then it started raining.

We huddled and shivered in the unheated paddock as dark clouds dumped sheets of rain on the track, glum faces all around. After a while, when the downpour gave way to drizzle, the KTM guys asked if we wanted to go out on the track to do rolling burnouts and wheelies. Not being a wheelie guy, normally I’d pass, but this was the perfect opportunity to test the new adjustable wheelie control, which can be set to one of five levels, from very low to very high, or it can be turned off.

Ripping a stylin’ wheelie turned out to be easy. The Super Duke makes so much low-end torque that no clutch work is required. I selected the medium wheelie setting, got going in 2nd gear, rolled off the throttle to compress the fork, then wacked the throttle open. The front wheel came right up but wouldn’t go higher than the set lift angle thanks to intervention from the IMU-based traction control system. From zero to hero with the press of a button.

Later, I ventured out onto the track for one last session on damp pavement, but when another ride low-sided into the gravel ahead of me, I tucked my tail and returned to the paddock.

The KTM 1390 Super Duke R Evo is a potent machine, with more power, sophistication, and capability than before. While its full potential can only be unleashed on a track in the right hands in the right conditions, it’s also a helluva streetbike, provided you can resist the temptation to go too far on the wild side.

2024 KTM 1390 Super Duke R Evo Specs

• Base Price: $21,499
• Website: KTM.com
• Warranty: 1 yr., 12,000 miles (can be extended to 2 years if owner takes bike to a KTM dealer for its first service)
• Engine Type: Liquid-cooled, transverse V-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,350cc
• Bore x Stroke: 110.0 x 71.0mm
• Horsepower: 190 hp @ 10,000 rpm (factory claim)
• Torque: 107 lb-ft @ 8,000 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 58.7 in.
• Rake/Trail: 24.7 degrees/4.0 in.
• Seat Height: 32.8 in.
• Wet Weight: 441 lb
• Fuel Capacity: 4.6 gal.
• Fuel Consumption: 40 mpg (factory claim)

The post 2024 KTM 1390 Super Duke R Evo Review | First Ride appeared first on Rider Magazine.

The 2024 Triumph Daytona 660 is a new middleweight sportbike powered by a liquid-cooled 660cc inline-Triple that makes a claimed 94 hp at 11,250 rpm, with redline at 12,650 rpm, and 51 lb-ft of torque at 8,250 rpm, with more than 80% of the torque available from 3,125 rpm. Its MSRP is $9,195.

To test the Daytona 660, we rode the bike on a variety of roads in Alicante, Spain, and we found it to be a versatile, exciting motorcycle that is affordable enough for entry-level riders but capable enough for those with more experience and buying power.

Watch our video review below, and click here to read our full review.

2024 Triumph Daytona 660 Specifications

• Base Price: $9,195
• Website: TriumphMotorcycles.com
• Warranty: 2 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 660cc
• Bore x Stroke: 74.0 x 51.1mm
• Horsepower: 94 hp @ 11,250 rpm (factory claim)
• Torque: 51 lb-ft @ 8,250 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 56.1 in.
• Rake/Trail: 23.8 degrees/3.2 in.
• Seat Height: 31.9 in.
• Wet Weight: 443 lb (factory claim, 90% fuel)
• Fuel Capacity: 3.7 gal.
• Fuel Consumption: 57.6 mph (factory claim)

Gear Up

• Helmet: Arai Corsair-X
• Jacket: Alpinestars T-GP Plus R V3 Air
• Airbag Vest: Alpinestars Tech-Air 5
• Gloves: Alpinestars SP-8 v3 Air
• Pants: Alpinestars Argon Tech
• Boots: Fly Racing M21

The post 2024 Triumph Daytona 660 Video Review appeared first on Rider Magazine.

The 2024 Kawasaki Z500 is upgraded from the Z400 with a larger-displacement engine, sharper styling, new technology, a new seat shape, and more upgrades. The naked bike is now powered by a 451cc parallel-Twin with a claimed max 51 hp and 31.7 lb-ft of torque. It has a trellis frame and features a short-wheelbase/long-swingarm configuration, and it’s light weight at 366 lb for the standard and 370 lb for the SE version.

We got the chance to test the Kawasaki Z500 in and around San Diego and came away impressed with the bike’s nimble handling, extra torque, and comfortable ergonomics. Watch the video below to see the 2024 Kawasaki Z500 in action, and read our full review here.

2024 Kawasaki Z500 (SE) Specifications 

• Base Price: $5,599 ($6,299) 
• Warranty: 1 yr., unltd. miles
• Website: Kawasaki.com 
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOCH w/ 4 valves per cyl. 
• Displacement: 451cc 
• Bore x Stroke: 70.0 x 58.6mm 
• Horsepower: 51.0 hp @ 10,000 rpm (factory claim) 
• Torque: 31.7 lb-ft @ 7,500 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 54.1 in. 
• Rake/Trail: 24.5 degrees/3.6 in. 
• Seat Height: 30.9 in. 
• Wet Weight: 366 lb (370 lb) 
• Fuel Capacity: 3.7 gal. 

Gear Up

• Helmet: SMK Gullwing 
• Jacket: Fly Racing Street Butane Women’s
• Gloves: Fly Racing Street Brawler 
• Pants: Alpinestars Daisy V2 Women’s Riding Denim 
• Boots: Highway 21 Axle Leather Waterproof 

The post 2024 Kawasaki Z500 Review | Video appeared first on Rider Magazine.

In the mid-1990s, when I cut my teeth as a motorcyclist, the Big Four Japanese manufacturers were engaged in a middleweight sportbike arms race. Every other year, each brand unveiled an updated platform, squeezing a few more ponies out of their 599cc inline-Four engine and tweaking frame geometry, suspension systems, and brakes.

As a result of this one-upmanship, middleweight sportbikes went from entry-level all-arounders to racebikes with lights and license plates. Which is great, except for the fact that only a small percentage of riders spend weekends wearing down knee pucks at the track. Add to this that a tricked-out middleweight now costs nearly what a liter-class machine does, and we arrive at something of an evolutionary dead end.

And yet here we are with a new Triumph Daytona 660. The storied British manufacturer enters the highly competitive middleweight class by hitting the reset button, aiming to produce an affordable, attractive sportbike that can handle commuting and light touring, as well as footpeg-scraping backroads and the occasional trackday. To see if they pulled it off, Triumph invited us to Alicante, Spain, for a full day of riding in everything from city traffic to mountain passes.

Inline-Triple | Triumph Daytona 660

The Daytona 660 is powered by an updated version of the engine that powers Triumph’s Trident 660 and Tiger Sport 660, and it’s a callback to the Daytona 675 that Triumph produced from 2006-2018, which was the first inline-Triple in the middleweight sportbike class. The Triple provides the best of both worlds: torque in the lower rev ranges like a Twin and ample mid- and top-end power like a Four.

The Daytona 660’s 3-cylinder mill gets a trio of new 44mm throttle bodies and larger exhaust valves, and its airflow was increased with a front-mounted intake and a larger airbox. A new crankshaft with increased gear width provides smoother revving, the pistons now feature a low-friction coating, and the radiator and fan are both larger and have been repositioned for more efficient cooling. Exhaust gasses flow through a 3-into-1 header and into an underslung silencer that produces a satisfying growl that becomes a bark with a twist of the throttle.

These upgrades result in a claimed 95 hp at 11,250 rpm, a 17% increase over the Trident 660, and the Daytona’s 12,650-rpm redline is 20% higher than the Trident’s too. The engine cranks out 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with 80% of that power on tap at only 3,125 rpm. Triumph says the Daytona 660 will get you from 0-60 in just 3.6 seconds. 

GEAR UP | Triumph Daytona 660

• Helmet: Arai Corsair-X
• Jacket: Alpinestars T-GP Plus R V3 Air
• Airbag Vest: Alpinestars Tech-Air 5
• Gloves: Alpinestars SP-8 v3 Air
• Pants: Alpinestars Argon Tech
• Boots: Fly Racing M21

Bespoke details | Triumph Daytona 660

At the tech briefing the night before our test ride, I got my first close look at the Daytona 660 in Satin Granite/Satin Jet Black, a color scheme that, combined with the “660” in neon green on the lower fairing, says “badass” without rubbing your nose in it. (Other colorways include Snowdonia White/Sapphire Black and Carnival Red/Sapphire Black.) The bike’s fit and finish make it look pricier than its $9,195 base price, and its styling is aggressive but exudes a bespoke elegance that stands out from its competition. Take a close look at how the fairing flows into the distinctive molding of the gas tank, or how the silencer nestles near the rear tire, and you’ll see that Triumph’s design team sweated the details. With minimal bodywork highlighting the powerplant and frame, the Daytona 660 looks impressive just leaning on its kickstand. I couldn’t wait to put some miles on it.

Capable commuter? | Triumph Daytona 660

We started our ride in morning traffic, threading through congested urban roundabouts – the first test of Triumph’s middleweight reset. Is the Daytona 660 a comfortable, capable, and intuitive commuter? It only took a few minutes on Spanish city streets to make me appreciate the availability of useful torque from low revs. Urban stop-and-go traffic is easier to navigate on a machine with a wide powerband, so you can squirt between vehicles without fiddling with the gearbox.

At low city speeds, even after shifting into a higher gear than necessary, the Daytona’s engine delivered smooth, confidence-inspiring power without the need to wind up to high rpm. The 6-speed gearbox, which has updated input/output shafts and revised gear ratios, is well-sorted. There are no annoying searches for neutral, each shift accompanied by a satisfying “snick,” and the slip/assist clutch feels light at the lever (Triumph offers an optional quickshifter for those who want to bypass the clutch).

The cockpit design is well-suited for city riding. The instrument panel, which is a hybrid LCD/TFT display, was easy to see through my tinted visor, even in bright light, and the tachometer, fuel gauge, gear indicator, and digital speedometer are clustered thoughtfully, giving me a lot of information with a quick glance down. The clip-on bars were easy on my wrists and didn’t force me to reach or crouch. Footpeg positioning was comfortable for my 6-foot frame. Likewise, the stock seat height of 31.9 inches was in the Goldilocks zone (Triumph offers a lower seat option that drops the saddle about an inch).

The Daytona 660’s engine, drivetrain, and ergonomics come together in an impressively intuitive commuter that I felt confident flinging around unfamiliar city streets on our way to the mountains to see if Triumph kept the “sport” in their new sportbike.

Into the mountains | Triumph Daytona 660

It was no accident that we were invited to ride the Daytona 660 through the mountains outside of Alicante. As we gained elevation, the beautifully engineered Spanish roads became downright exciting, with hairpins, sweepers, and significant elevation changes that put the bike’s chassis to the test. The radial 4-piston calipers, twin 310mm discs, and braided lines provided progressive, powerful braking without fading, even after miles of serpentine road.

Response from the throttle-by-wire throttle was precise and predictable. The three riding modes – Sport, Road, and Rain – each offer a different throttle response and level of traction control. Traction control can also be shut off, and a few of my fellow riders who did so had their rear tires step out on them under hard acceleration out of turns on dusty sections of road. I kept it engaged and didn’t have any such issues. In addition to traction control, the Daytona 660 is equipped with ABS, which adds to peace of mind when pushing the bike hard in the bends.

The Daytona 660’s steering geometry and stock Michelin Power 6 tires made it easy to flick through chicane-like mountain sections, and the Showa suspension – a nonadjustable 41mm inverted fork and a single rear shock with preload adjustability – kept things composed on hard braking into turns and over less-than-perfect bits of tarmac. The suspension package is not top-shelf, but it is up to the task for what most riders will ask the Daytona 660 to do: keep a big grin plastered on your face as you carve up your favorite backroads.

A great first impression | Triumph Daytona 660

The Daytona 660 won me over almost immediately. The folks at Triumph clearly spent a lot of time refining this machine, as it felt sorted out in a way that not all first-generation models do. And, as I spent more time on the bike and got a chance to uncork it on beautiful mountain roads, things just got better.

This is a powerful, agile, attractive motorcycle that ticks most of the important boxes for less than $10,000. Although our test ride kept me in the saddle for nearly eight hours, I was comfortable enough on the Daytona that I would readily sign up for touring duty, especially considering optional upgrades such as a tankbag and tailbag, heated grips, tire pressure monitoring, and the My Triumph Connectivity System that adds navigation as well as phone and music interactivity.

The Daytona 660 accomplishes what Triumph set out to do: reset the middleweight sportbike segment by offering a versatile, exciting motorcycle that is affordable enough for entry-level riders but capable enough for those with more experience and buying power. And, regardless of your moto skillset, this is a beautiful machine that outclasses the competition with design details usually reserved for pricier bikes. While this may not be the bike for riders who spend lots of time at their local track, that isn’t Triumph’s target audience. I hope Rider gets a Daytona 660 for a longer-term test, because the taste of this bike that I got in Spain left me wanting more.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

2024 Triumph Daytona 660 Specs

• Base Price: $9,195
• Website: TriumphMotorcycles.com
• Warranty: 2 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 660cc
• Bore x Stroke: 74.0 x 51.1mm
• Horsepower: 94 hp @ 11,250 rpm (factory claim)
• Torque: 51 lb-ft @ 8,250 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 56.1 in.
• Rake/Trail: 23.8 degrees/3.2 in.
• Seat Height: 31.9 in.
• Wet Weight: 443 lb (factory claim, 90% fuel)
• Fuel Capacity: 3.7 gal.
• Fuel Consumption: 57.6 mph (factory claim)

The post 2024 Triumph Daytona 660 Review | First Ride appeared first on Rider Magazine.

As a husky guy who’s 6 feet tall and more than 200 lb, I’m not the target buyer for small bikes, but man, I sure love riding them. Don’t get me wrong; I love riding powerful bikes (like the 190-hp KTM 1390 Super Duke R Evo I track-tested in Spain) and big bikes (like the Harley-Davidson Glides I recently rode on a nine-day, 4,200-mile tour through four states), but they require a level of respect and seriousness that I’m not always in the mood for. Sometimes I just wanna have fun.

The CFMOTO 450NK has carefree written all over it. It weighs just 364 lb, makes 50 hp at the crank, and has nothing to figure out – just hop on and ride. That’s not to say the 450NK is a toy or just a playbike. While it’s certainly slender between the knees and is easy to toss through a set of tight turns, it doesn’t feel diminutive, nor does it have a cramped cockpit. Snug, perhaps, but not cramped. The positions of the upright handlebar and footpegs are sensible, and the sculpted shape of the tank allows the rider to comfortably wrap around it, giving the sense of sitting in rather than on the bike.

Powering the 450NK is a liquid-cooled 449cc parallel-Twin that’s a workhorse in CFMOTO’s lineup. The same engine is found in the 450SS sportbike, the Ibex 450 adventure bike I recently tested, and the forthcoming 450CL-C cruiser. Dual counterbalancers help it run smoothly throughout the rev range, and its 270-degree crank gives it a delightful rumble complemented by a spicy exhaust note – not the dull drone one might expect of a bike in this class.

GEAR UP

• Helmet: Arai Corsair-X
• Suit: Aerostich R-3
• Gloves: Joe Rocket Sector
• Boots: Joe Rocket Sonic X

Except for a bit of low-speed roughness, the 450NK’s cable-actuated throttle provides good response. The slip/assist clutch makes for a light, easy pull when rowing through the 6-speed gearbox, and both the clutch lever and front brake lever are adjustable for reach. The 450NK’s 17-inch cast-aluminum wheels and narrow 110/70 front and 140/60 rear tires (made by CST, the parent company of Maxxis) contribute to the bike’s nimbleness. A light push on either end of the handlebar is all it takes to initiate a turn, and the 450NK holds its line obediently.

The bike makes a great commuter or playful canyon carver. It purrs smoothly at highway speeds and will do “the ton” with little effort. Given my body’s weight and terrible aerodynamic profile, not to mention my tendency to twist the throttle with abandon, I recorded lackluster fuel economy during this test – just 42.4 mpg, yielding about 157 miles from the 3.7-gallon tank. When our lighter and less aggressive associate editor, Allison Parker, tested the 450SS, she posted a more respectable 63 mpg. Sheesh, maybe it’s time to shed a few pounds and reduce my coffee intake.

The 450NK’s suspension and brakes, while competent, are about what you’d expect for a $5,399 motorcycle. The 37mm inverted fork is not adjustable, and the multi-link rear shock is only adjustable for spring preload. Damping is good for general street riding without being overly taut or too soft. The J.Juan brakes, with a 4-piston radial front caliper pinching a 320mm disc and a 1-piston floating rear caliper with a 220mm disc, provide adequate, consistent stopping power. Standard safety features include ABS and switchable traction control.

Carles Solsona, CFMOTO’s Italy-based motorcycle design director, did a great job on the 450NK’s styling, which echoes that of the 800NK. Both bikes have a V-shaped headlight nacelle with a large daytime running light, and the tops of their front fenders have a unique convex shape. The tank shrouds, radiator shrouds, lower cowling, and airy cut-outs in the tail give the 450NK a modern, go-fast look, and the Zephyr Blue colorway is especially eye-catching (the other color option is Nebula White).

Useful amenities include full LED lighting, a USB charging port, and a 5-inch color TFT instrument panel that includes Bluetooth connectivity to the CFMOTO app, which allows navigation and music to be shown on the screen. The switchgear and menus are intuitive, but the app’s navigation function needs some refinement.

As with other bikes in CFMOTO’s lineup, the 450NK delivers good value for the money, but its most endearing trait is its approachability. After a long hiatus from riding, my brother, Paul, has returned to the joys of motorcycling, and lately we’ve been getting together for Saturday morning rides. He has taken a shine to the 450NK, which has been the perfect bike on which to sharpen skills that had become dull. 

Whether you’re new to riding, returning to the fold, or are a jaded veteran, the smile that will be on your face after riding this bike is priceless.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

2024 CFMOTO 450NK Specifications

• Base Price: $5,399
• Website: CFMOTOusa.com
• Warranty: 2 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 449cc  
• Bore x Stroke: 72.0 x 55.2mm  
• Horsepower: 50 hp @ 9,500 rpm (factory claim)  
• Torque: 28.8 lb-ft @ 7,600 rpm (factory claim)  
• Transmission: 6-speed, cable-actuated slip/assist wet clutch   
• Final Drive: Chain  
• Wheelbase: 53.9 in.
• Rake/Trail: 24.5 degrees/3.7 in.
• Seat Height: 31.3 in. 
• Wet Weight: 364 lb (factory claim)  
• Fuel Capacity: 3.7 gal.  
• Fuel Consumption: 42.4 mpg 
• Estimated Range: 157 miles

The post 2024 CFMOTO 450NK Review | First Ride appeared first on Rider Magazine.

Last year, Kawasaki debuted a new 451cc parallel-Twin in the Eliminator cruiser. Displacement was increased over that of the Ninja 400 sportbike and Z400 naked bike with a longer stroke, resulting in an increase in torque. For 2024, Kawasaki has migrated that engine back into the Ninja and Z series, and the larger engine prompted new names – now the Ninja 500 and the Z500. 

Related: 2024 Kawasaki Eliminator Review | First Ride

When we test rode the Eliminator, we enjoyed the extra torque and performance of the larger engine. And while there’s plenty to like about a cruiser, the Ninja and Z series have strong fanbases who will certainly be glad to see the upgraded engine in their preferred platforms. We got the opportunity to test the Z500 SE for a day in and around San Diego, and we found the engine and other upgrades particularly well-suited to the naked bike’s package and target customers. 

Survey Says… | Kawasaki Z500 

While developing the Z500, Kawasaki paid special attention to what customers were looking for by surveying customers interested in the Z400, as well as dealers who served these customers. The responses informed the Z500’s upgrades, resulting in a motorcycle that should suit the needs of customers who are most likely to buy it. 

Kawasaki found that most shoppers interested in the Z400 were beginner riders with less than one year of experience, in their mid-30s, and not interested in passenger accommodations. They were looking for a bike for commuting duties and backroad rides, and they wanted it to be capable of highway speeds and keeping up with traffic while remaining lightweight and nimble. Interestingly, while the Z400 is mostly the same as the Ninja 400 but with less bodywork and different ergonomics, Kawasaki found that customers who were looking for a naked bike were not interested in a sportbike and vice versa. Kawasaki also found that style was an important driving factor for purchase. 

With the data in hand, Kawasaki designers got to work to address this list of customer needs. 

Ready to Rev | Kawasaki Z500 

The new engine is the most significant upgrade over the Z400. The 451cc parallel-Twin has a bore and stroke of 70.0mm and 58.6mm, and it now makes a claimed 51 hp at 10,000 rpm and 31.7 lb-ft of torque at 7,500 rpm. The torque, up from the Z400’s 28 lb-ft, also arrives 500 rpm earlier. 

During our test ride, we spent the morning riding around the city streets commuter-fashion, and we found the engine ideal for this role. The extra torque made for quick acceleration while remaining easily manageable and unintimidating. When we ventured onto the canyon roads south of town, the Z500 proved itself to be capable of spirited riding. Vibrations were noticeable above about 7,000 rpm, but they weren’t so bad as to become a problem. 

The Z500 features a slip/assist clutch with an incredibly light feel – one of the lightest I’ve tested and another factor that would make this bike a good fit for commuting. Stopping at a stoplight or stop sign every block was no problem for my left hand. Press launches like this involve lots of U-turns for repeated photo passes, so we were especially glad of the super light clutch feel during our ride. 

Nimble Naked | Kawasaki Z500 

The chassis comes unchanged from the Z400. Like its predecessor, the Z500 rides on a trellis frame with the engine as a stressed member. It features a short-wheelbase/long-swingarm configuration with a wheelbase of 54.1 inches, a seat height of 30.9 inches, and a fuel capacity of 3.7 gallons. The standard version weighs 366 lb, while the SE version with included accessories weighs 370 lb. 

GEAR UP 

• Helmet: SMK Gullwing 
• Jacket: Fly Racing Street Butane Women’s
• Gloves: Fly Racing Street Brawler 
• Pants: Alpinestars Daisy V2 Women’s Riding Denim 
• Boots: Highway 21 Axle Leather Waterproof 

Suspension comes in the form of a 41mm Showa fork and a bottom-link Uni-Trak rear shock with five-way preload adjustability via the included tool kit. A 310mm front disc is gripped by a 2-piston caliper, and a 220mm rear disc is paired with a 2-piston caliper. Unlike previous Z-series bikes, both the standard Z500 and the SE version feature ABS. 

The wheels feature a star-pattern, five-spoke design, are 17 inches front and rear, and are shod with Dunlop Sportmax GPR-300F tires. 

Upon first rolling out of the hotel parking lot for our test ride, my first impression was how nimble the Z500 is. Tight turns into parking lots are stress-free, and the bike feels slim between the legs. New for the Z500 is a flatter seat shape and new seat cushion, adding comfort over the previous Z400.  

The riding position is fairly upright with a handlebar that’s taller and wider than the Ninja’s. The bike also features new mirror stays meant to reduce mirror vibration, and although they still vibrate at highway speeds, they’re crystal-clear and smooth while riding around town. 

The nimbleness of the Z500 made city riding easy, and it made canyon roads exciting. The bike feels as light as the spec chart claims, if not lighter. The suspension didn’t soak up every bump in the road, but the bike remained stable while being flicked through sinuous curves and inspired confidence. On Kawasaki’ list of customer needs, the Z500 gets a positive mark on being a capable and fun machine for both city traffic and backroads sprints. 

Sugomi Style | Kawasaki Z500 

Styling is an important factor for many motorcycle shoppers. The Z500 comes with updated styling over the Z400, and while it’s still recognizably a Z-series bike, it looks cleaner and meaner. Kawasaki has been using the term “Sugomi” to describe its Z-series styling for years, and this one looks more predator-like than ever. 

One styling highlight of the Z500 is a new triple-headlight configuration. The top two lights are low-beams, with the bottom light being high-beam. We rode during the day and didn’t get to see how the headlights illuminate the road at night, but the LED lights looked bright and clear. 

Other styling changes include sharper bodywork and cleaner-looking side covers. The SE version comes with an under cowl and rear seat cowl that add to the Z500’s appearance. The upswept exhaust parallels the line of the rear section, and the bodywork floats above the engine to highlight it. 

Standard or SE? | Kawasaki Z500 

We rode the SE version during our test ride, which includes a few features not found on the standard. The most noticeable difference is the color. The standard version only comes in recognizable Kawasaki Candy Lime Green, while the SE version only comes in Permission Candy Red. 

The SE also includes a 4.3-inch TFT display to replace the standard version’s LCD display. Both displays allow Bluetooth connection to a smartphone via Kawasaki’s Rideology app, where riders can check vehicle info, a riding log, a maintenance log, and other details. While both displays have the same functionality, the TFT looks much nicer and more modern, and the background can be changed to black or white. 

Both displays also feature the Economic Riding Indicator, which appears on the screen to indicate favorable fuel consumption. The indicator is unobtrusive on the screen, and I saw it appear during more gentle riding while keeping revs low. We prioritized fun over efficiency during our time aboard the Z500, but it might prove to be a useful feature for everyday riding. 

Additional features on the SE include LED turnsignals (the standard has LED headlights and taillights), a meter cover, a radiator screen, frame sliders, a rear seat cowl, tank and knee pads, a USB-C charger, and an undercowl. The price difference between the two versions is $700. Most of the accessories on the SE are also available for the standard version, but it’ll save you a few hundred dollars to get the SE instead of accessorizing the standard to the same degree. 

The Kawasaki Z500 fits its purpose to a T. It’s a fun, easy-to-ride bike, and the upgrades since the previous Z400 make it even better without a big jump in price. Those shoppers who filled out Kawasaki’s survey should be pleased with the results of their efforts. We certainly were. 

2024 Kawasaki Z500 (SE) Specifications 

• Base Price: $5,599 ($6,299) 
• Warranty: 1 yr. 
• Website: Kawasaki.com 
• Engine Type: Liquid-cooled parallel-Twin, DOCH w/ 4 valves per cyl. 
• Displacement: 451cc 
• Bore x Stroke: 70.0 x 58.6mm 
• Horsepower: 51.0 hp @ 10,000 rpm (factory claim) 
• Torque: 31.7 lb-ft @ 7,500 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 54.1 in. 
• Rake/Trail: 24.5 degrees/3.6 in. 
• Seat Height: 30.9 in. 
• Wet Weight: 366 lb (370 lb) 
• Fuel Capacity: 3.7 gal. 

The post 2024 Kawasaki Z500 SE Review | First Ride appeared first on Rider Magazine.

Celebrating Triumph’s rich racing history is the new 2025 Triumph Trident 660 Tribute Special Edition, which features a race-inspired graphic scheme, Triumph Shift Assist, and a flyscreen. 

The modern Triumph Trident 660 debuted for model year 2021 with a name brought back to commemorate Triumph’s first triple-cylinder motorcycle launched in 1968. A racing Trident called “Slippery Sam” claimed five consecutive Isle of Mann Production TT wins from 1971-1975, and this Tribute version for 2025 pays special homage to the Trident’s racing history. 

Related: 2021 Triumph Trident 660 Review | First Look 

“Since its launch in 2020, this middleweight roadster has reinvigorated this highly competitive category, selling more than 35,600 units worldwide,” said Paul Stroud, chief commercial officer for Triumph Motorcycles. “Its triple engine and premium detailing at a great price has been successful in bringing younger and new riders to Triumph, and just as ‘Slippery Sam’ once inspired a generation, we believe this special edition has the iconic style, extra technology, and dynamic performance to appeal to today’s Triumph fans.” 

The Trident 660 is powered by a liquid-cooled 660cc Triple that makes a claimed 80 hp at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm. It has a seat height of 31.7 inches and a weight of 416 lb. Throttle-by-wire allows two ride modes (Road and Rain), and it comes with ABS, switchable traction control, and a combined TFT and LCD display.  

Suspension is supplied by Showa, with a 41mm inverted separate-function fork delivering 4.7 inches of travel and a preload-adjustable monoshock with 5.3 inches of travel. Nissin brake calipers grip 310mm discs in the front and a 255mm disc in the rear, and the bike rides on 17-inch cast-aluminum wheels wrapped in Michelin Road 5 tires. 

The 2025 Triumph Trident 660 Tribute Special Edition adds a white, blue, and red graphic scheme inspired by “Slippery Sam,” as well as a Number 67 race graphic, a flyscreen, and Triumph Shift Assist, which enables clutchless up and down gear changes with an autoblipper on downshifts for smoother changes. 

The 2025 Triumph Trident 660 Tribute Special Edition will be available for one year only with an MSRP of $8,595. It will arrive in dealerships starting April 2024. Visit the Triumph website for more information. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide  

The post 2025 Triumph Trident 660 Tribute Special Edition Review | First Look appeared first on Rider Magazine.

What’s the magic number? When the first Duke debuted 30 years ago, it was 602cc, which was packed into a single-cylinder engine that made 58 hp. These days (in the U.S. market), Dukes range in displacement from 249cc in the Duke 250 to 1,350cc in the 1390 Super Duke R Evo. In between, KTM offers the 390 Duke (399cc), 790 Duke (799cc), and 990 Duke (947cc). For this KTM 990 Duke review, we take one of the newest Dukes on a test ride in the mountains of southern Spain.

Related: 2024 KTM 390 Duke Review | First Ride

Related: 2024 KTM 1390 Super Duke R Evo Review | First Ride

With its displacement approaching a liter, the new 990 Duke resides in the so-called “super middleweight” class. It replaces the 890 Duke R, but there’s more to it than just a 58cc bump in engine size. According to KTM reps at the global launch in Spain, the 990 Duke is 96% new and “more like a smaller Super Duke.”

Powering the 990 Duke is KTM’s liquid-cooled LC8c parallel-Twin with DOHC and 4 valves per cylinder – the same engine platform found across the 790/890/990 Adventure and Duke lines. Only the 990 Duke has the 947cc version that makes a claimed 123 hp at 9,500 rpm and 76 lb-ft of torque at 6,750 rpm (up from 121 hp and 73 lb-ft on the 890 Duke R). The intake mixture is fed through a 46mm throttle body and compressed at a ratio of 13.5:1, the Bosch engine management system uses throttle-by-wire, and the 6-speed transmission is mated to a PASC slip/assist wet clutch. Spent gasses exit through a new stainless-steel exhaust that’s Euro 5+ compliant.

Wrapped around the 990 Duke’s engine is a new frame, subframe, and swingarm. The chromoly steel frame, which uses the engine as a stressed member, is stiffer for added stability and wider at the back to pass outside rather than inside the swingarm. To compensate for the stiffer frame, the diecast aluminum subframe allows more flex, and it now houses the airbox. The swingarm, which is constructed using gravity diecast aluminum and uses a closed-lattice rather than the previous open-lattice design, is 3.3 lb lighter than the 890 Duke R’s. KTM says dry weight is 395 lb without fuel, so it should be about 418 lb with the 3.8-gallon tank full.

Gear Up | KTM 990 Duke Review

• Helmet: Shoei X-Fifteen
• Suit: Alpinestars Missile V2
• Airbag Vest: Alpinestars Tech-Air 5
• Gloves: Alpinestars SP-8 V3 Air
• Boots: Alpinestars Supertech R Vented

Like the 890 Duke R, the 990 Duke is equipped with adjustable WP Apex suspension, but it has a new 43mm inverted open-cartridge fork with 5.5 inches of travel and a single gas-assisted rear shock that’s mounted directly to the top of the swingarm and has 5.9 inches of travel. Convenient fork-top adjusters offer five-click adjustability for compression (left leg) and rebound (right leg). The shock also has a five-position adjuster for rebound that requires a flat-blade screwdriver, and preload is adjustable using a spanner (both tools are in a kit under the seat; compression cannot be adjusted).

The 990 Duke rolls on 17-inch cast-aluminum wheels shod with Bridgestone Battlax S22 tires (the latest S23s weren’t yet available for homologation). The front wheel is the same as the 1390 Super Duke R Evo’s, but the rear is slightly different because the 990 has a two-sided swingarm and the 1390 has a single-sided swingarm. Slowing things down are the same 4-piston radial front calipers with 300mm discs and 2-piston rear calipers with a 240mm disc as on the 890 Duke R, but a lighter connection between the front rotors and the wheel saves roughly 2.2 lb of unsprung weight. Cornering ABS with a rear-off Supermoto mode is standard.

In terms of technology, the 990 Duke has a new 5-inch color TFT display with a scratch- and glare-resistant bonded-glass screen, redesigned menus, and optional KTMconnect for smartphone pairing to allow access to navigation, audio, and phone calls. All lighting is LED and there’s a USB-C charging port. Rider electronics include three standard ride modes (Sport, Street, and Rain) and two optional ride modes (Performance and Track) that adjust throttle response, lean-sensitive traction control, and wheelie control. Track mode enables a10-level rear-wheel slip adjuster that can be adjusted on the fly, launch control, a lap timer, and telemetry functions. Cruise control, Motor Slip Regulation, and an up/down quickshifter are optional.

The 990 Duke has also been restyled, with a more muscular, hunched-forward stance like the 1390 Super Duke R Evo. Both share a unique headlight design with stacked low and high beams in the center that are framed by a pair of DRLs shaped like curved talons. Compared to the 890 Duke R, the 990 Duke’s seat is angled up more in the front to prevent the rider sliding forward, is flatter, has new foam, and sits at 32.4 inches, down from 32.8 on the 890. The pillion seat was moved up by 0.8 inch to give the passenger a better view and more legroom.

My test ride on the 990 Duke was a romp in mountains above Almería, Spain, on a cold, clear February morning that was part of the “30 Years of Duke” press launch that included the 390 Duke and 1390 Super Duke R Evo. When we did a comparison test of KTM’s full Duke lineup in 2021, the 890 Duke was a staff favorite, “a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.” We described it as “a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials.”

Is the 990 Duke even better? Yes and no. It is an exciting machine that provides a thrilling rush of power and has a light and balanced feel, a responsive chassis, and an excellent electronics package. The Duke’s steady evolution from the 790 to the 890 to the 990 is obvious, but the 990 feels like it just turned 40, suddenly thrust into middle age. As a seven-tenths scale Super Duke (at least in terms of engine displacement; the 990’s 123 hp is 65% as much as the 1390’s 190 hp), it demands more respect and has lost a bit of its free-spiritedness.

That’s not necessarily a bad thing. It’s just a shift in focus, and with the 790 Duke back in KTM’s lineup, it makes sense.

Our launch base camp was the Circuito de Almería, located in an arid region near the southern Spanish coast where many Spaghetti Westerns were filmed. From the track, we rode north into the mountains, climbing rapidly on a road with so many hairpins it felt like riding the Alps minus the tour buses. On such a tight, technical road, the 990 Duke felt like overkill. The 390 Duke we rode the previous day would have made more sense, or perhaps KTM’s 690 SMC R supermoto.

After we did our photo passes on a 1st-gear hairpin where I struggled to find my groove, we continued climbing to the top of the mountain. Down the other side, the curves opened up and the 990 Duke felt more in its element.

On a short ride on public roads, some of which were wet or lightly glazed with ice, I didn’t try out the Performance or Track modes, or the new launch control. The Street and Sport modes provided plenty of excitement, and the more I rode the 990 Duke, the more I fell under its spell. Allow me to reiterate two key specs: 123 hp and 418 lb. That power is delivered in a direct but very manageable way to the rear wheel, which is attached to a lightweight motorcycle with a retuned chassis that ensures steering inputs hit the bullseye. Admirable qualities, but also ones that encourage a high rate of speed.

I’ve tested enough KTMs to become accustomed to its menus and appreciate the intuitive illustrated motorcycle graphics that show how different settings affect vehicle dynamics. The new switchgear on the 990 Duke is easy to use, but there are too many steps involved in changing modes and settings on the fly. A simple “mode” button that would allow a rider to quickly toggle between ride modes would simplify the process.

So 990 may be the magic number. Nearly 20 years ago, the KTM 990 Super Duke was the first big-bore streetbike made by a small Austrian company known for its dirtbikes. Since then, KTM has become Europe’s largest motorcycle manufacturer, the Super Duke has gotten super-er, and the 990 Duke honors that legacy.

2024 KTM 990 Duke Specs

• Base Price: $12,500
• Website: KTM.com
• Warranty: 2 yrs., 24,000 miles
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 947cc
• Bore x Stroke: 92.5 x 70.4mm
• Horsepower: 123 hp @ 9,500 rpm (factory claim)
• Torque: 76 lb-ft @ 6,750 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 58.1 in.
• Rake/Trail: 24.2 degrees/3.9 in.
• Seat Height: 32.5 in.
• Weight (no fuel): 395 lb (factory claim)
• Fuel Capacity: 3.9 gal.
• Fuel Consumption: 50 mpg (factory claim)

The post 2024 KTM 990 Duke Review | First Ride  appeared first on Rider Magazine.