2027 KTM 790 Duke Review | Austria’s middleweight mischief-maker matures

2027 KTM 790 Duke Review

The Scalpel gets a polish

Few motorcycles have shaken up the middleweight naked class quite like KTM’s original 790 Duke. When it debuted, the “Scalpel”, as it was coined by the boys and girls in orange, combined razor-sharp handling with a fun, peppy parallel-twin that made much of the middleweight competition feel pretty soft by comparison.

The 790 eventually gave way to the larger 890 Duke models and more recently morphed into the 990 Duke R — in my opinion, the best Duke the company has yet made — but demand for the 790 never really disappeared. It was still sold in various markets around the world, just not all of them.

Now, for 2027, KTM has given its junior middleweight parallel-twin its biggest overhaul since its 2018 debut, refining virtually every area except the one that arguably needed the least attention — the engine.

The launch took place along the alpine roads around Saalfelden in the Austrian Alps, with a ride through the impossibly beautiful Grossglockner High Alpine Road. I have to be honest, at times it was genuinely difficult to keep my eyes on the road, such was the beauty of the place.

Built in China, designed in Austria

Now, before we go any further, let’s address the elephant in the room. This is a fully Chinese-built KTM. It is designed in Austria but constructed in China with the commercial partner CFMoto, which uses the same engine in its 800NK, 800MT, and 800MT-X.

And unless you have been living under a rock, you will know of the camshaft/finger-follower issues KTM has had with the 790 parallel-twin motor over the last couple of years. The Austrians at the launch were quick to assure us that any and all problems with the metallurgy and manufacturing of the cams and followers have been addressed since CFMoto took over, so time will tell if that is indeed the case.

KTM’s goal was not to reinvent the 790 Duke, but rather to make it a more polished, more premium machine without sacrificing the playful personality that made it famous. This is, after all, going to be many riders’ entry point into the KTM Duke family, so getting it right was an absolute non-negotiable.

Same LC8c heart, smoother delivery

The heart of the 2027 machine remains KTM’s 799 cc LC8c parallel-twin engine. Thankfully, the engineers resisted the temptation to chase bigger horsepower numbers, retaining the proven package that already struck an excellent balance between performance and usability.

Producing a claimed 105 horsepower (78 kW) and 87 Nm of torque, the liquid-cooled DOHC eight-valve twin continues to use its distinctive 285-degree crankshaft, giving it a V-twin-like firing order and plenty of character under acceleration. A revised Euro 5+ exhaust system keeps emissions in check while maintaining the engine’s lively personality, even if it sounds overly flat when the throttle is pinned.

The sound is one thing, the experience another. On the road, it is the immediacy of the torque delivery that defines the ride. Roll open the throttle exiting one of the Grossglockner’s countless second-gear hairpins and the engine responds with an eager surge that builds smoothly through the mid-range before carrying strongly towards redline.

Unlike some middleweight twins that run out of enthusiasm once past 7000 rpm, the LC8c continues pulling right through the mid-range and into the upper echelons. It is an engine that rewards both lazy short-shifting and aggressive riding equally well, but it does not love living permanently in the top end. Things get very vibey there, and most of the meaningful drive is gone, so it is better to live the upper-mid-range, lower-top-end way of life.

Throttle calibration is notably smoother than on the previous 790. Even in Sport mode, the initial throttle pick-up feels more refined while maintaining as direct a connection as you could expect. Street mode remains the sweet spot for everyday riding, while Rain mode softens power delivery and reduces output for low-grip conditions — but you already know all that jargon.

Tick the Tech Pack box

Our test bike came with the optional, yes-you-pay-extra Tech Pack, which unlocks Track Mode, adjustable traction control, launch control, Quickshifter+, cruise control and Motor Slip Regulation, allowing the electronics package to rival motorcycles costing considerably more.

I know it is a pain in the arse to have to buy an electronics package, especially when some rival companies include this stuff for free, but it is not too big an ask and gives you all the bells and whistles you will ever need. Trust me, go for the Tech Pack when you buy the bike.

Chassis and subframe

KTM has left the chrome-moly tubular steel frame architecture largely intact, continuing to use the engine as a stressed member to minimise weight while maximising rigidity. Frame stiffness has been carefully tuned to preserve the Duke’s famously direct steering feel, but the bits surrounding that frame have evolved considerably.

The most obvious structural change is the new one-piece cast aluminium subframe. Besides looking significantly cleaner, it integrates the airbox into the casting itself, improving airflow, centralising mass, and reducing overall weight. The redesign also contributes to the Duke’s claimed wet weight of approximately 185 kg, around 2 kg lighter than before.

The new subframe houses a skinnier seat unit that has shades of an old Ducati superbike about it. The section between the front of the seat and the back of the tank is ultra-slim and is not the easiest to grip in jeans. A trip to the dealer to grab some tank-grip adhesive would be first on my list of add-ons.

That being the case, the 790 Duke feels delightfully light the moment it leaves the side stand. Flicking from side to side through the Grossglockner’s flowing mountain roads requires almost no effort. Steering remains incredibly neutral, requiring little more than a light push on the ’bar to place the front wheel exactly where intended.

This has always been one of the Duke’s defining characteristics, but the 2027 version feels noticeably calmer mid-corner. Where previous models occasionally transmitted a little steering nervousness over rougher road surfaces, the updated chassis now feels planted without sacrificing agility, helped along by the new standard-fitment Pirelli Diablo Rosso Corsa IV tyres.

WP Apex suspension

Much of that newfound composure comes courtesy of the revised WP Apex suspension.

Up front sits a fully adjustable 43 mm split-function upside-down fork. Compression damping is adjusted on the left leg, while rebound is adjusted on the right, both offering five-click adjustment ranges. Progressive fork springs help maintain compliance over small bumps while resisting bottoming during aggressive braking.

Out back, the WP Apex shock features a five-click rebound adjustment, preload adjustment, and a progressive spring.

Austria’s mountain roads are not always billiard-table smooth, featuring everything from frost-heaved bitumen to patched asphalt. The updated suspension absorbs sharp impacts better than before while still delivering good feedback from both tyres.

Push harder through faster sweepers and the Duke will egg you on. There is impressive support during heavy braking, good stability through long-radius corners, and enough compliance to keep both Pirellis firmly connected over broken road surfaces.

The Pirellis deserve mention as well. Replacing the previous Maxxis fitment, the Rosso IVs delivered outstanding grip throughout the day, particularly as temperatures climbed during the afternoon sessions and on a few time-trial runs on a proving-ground circuit.

New WP brakes

The brakes are another major talking point: for 2027, KTM has introduced an entirely new in-house WP braking system that replaces the previous J.Juan setup.

Twin 300 mm floating front discs are clamped by four-piston radial calipers, while a single 240 mm rear disc handles stopping duties at the back. Lean-sensitive ABS remains standard, with Supermoto ABS available for riders wanting rear-wheel freedom.

KTM was particularly proud of this. WP had made the system for the 390 Adventure, but this was the subsidiary’s first time doing so for a middleweight/big-bike application. And it is a good system, even if the feel is a little different to what I have experienced before.

The WP system delivers strong initial bite, and lever feel remains firm through repeated hard braking zones, with good modulation during deep trail braking. The brakes look cool as well. The ones on the 790 are the mid-size calipers — there is a system for the 390, and WP is developing high-end calipers that, I assume, will eventually replace the Brembos on the 1390. It is all part of KTM’s streamlining of parts and suppliers to bring as much of the bike-building process in-house as possible.

Ergonomics and electronics

Ergonomically, the 790 feels skinnier in some sections and bigger in others. The reshaped fuel tank provides good knee support during cornering, although it can be a touch hard to grip when the brakes are first applied, as mentioned earlier. The slimmer seat front improves reach to the ground.

The handlebar position has been revised, footpegs move slightly rearward and upward, and the riding position strikes a more natural balance between aggressive sport riding and everyday comfort. Even after several hours in the saddle, fatigue remained minimal, mainly thanks to the thick seat padding that does not, unlike so many others, sink you into the base alloy after an hour of riding.

The styling also receives meaningful updates with the new LED headlight that doffs the cap to its bigger brothers in the 990 and 1390 Super Duke R, but I’m sorry, I can’t dig it. The old unit, while much heavier, was far better looking. Revised bodywork and a larger front fairing improve airflow while maintaining the minimalist Duke appearance.

The 127 mm TFT display also gets an update, though it still feels a little small in this age of much larger dashboards. The graphics are cleaner, menu navigation requires fewer button presses, and the interface feels more intuitive. KTM’s electronics continue to rank among the best in the class and have done so for years, so this area of the 790 is not really that surprising.

Verdict

The 790 Duke’s re-arrival into the market completes the Duke line-up, and my god, I hope KTM does not screw with it anymore. This has been one of the biggest problems for the brand, in that it chops and changes capacities and, more importantly, the names of the bikes almost year on year. So please, KTM, keep it at 790, 990 and 1390 for a long time, will you?

Having said that, the 2027 KTM 790 Duke is a great motorcycle that has matured without losing the playful edginess that made it so popular when it was initially released pre-COVID.

In a segment filled with excellent choices, the updated Duke has plenty of competition, but it remains one of the most rewarding middleweight naked bikes you can buy. Unfortunately, the new 790 is not destined for Australia, but the upside is that we do get the rather cooking 990 Duke R as KTM Australia’s middleweight mainstay — a bike Wayne liked enough to actually buy. KTM Australia also still has stocks of the superseded 790 Duke being run out at a very sharp $10,995, complete with a four-year warranty.

2027 KTM 790 Duke Specifications

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