990 Duke

The LC8c twin grew to 947cc for the 990 Duke, with a 285-degree crank that mimics a V-twin's firing order. The new frame is a steel trellis with a die-cast aluminium subframe, and the swingarm is a new cast design. WP Apex suspension is adjustable at both ends, and the brakes are four-piston radial calipers on twin 300 mm discs.

The electronics are the most complete in the class: a six-axis IMU, cornering ABS and traction control, launch control, wheelie control with a slider, and three ride modes plus an optional track pack.

The 990 Duke is the only bike in this class that feels like a supermoto and a superbike at the same time. The steering is instant, the mid-range hits at 6,000 rpm like a hammer, and the chassis is stiff enough to feel every ripple in the road. It is thrilling, and it is tiring.

The seat and the vibration through the bars are the price you pay; the flip side is that no naked bike under 200 kg feels more alive.

KTM asks for oil changes every 15,000 km and valve checks at 30,000 km on this generation, which is a big improvement. The engine still runs hot, and the oil sight glass wants checking weekly. The trellis frame leaves everything exposed for service.

The real question is the company. KTM's 2025 insolvency and restructuring under Bajaj has stabilised production, but confirm your local dealer and parts lead times before buying.

The experienced rider who prioritises handling above all and rides mostly on twisty roads or track days. Not for a commuter and not for anyone who wants a relaxed touring companion.