The morning mist in the Himalayan air lingered like a dream. Manali was waking up slowly, with the sleepy-eyed sun spilling over snow-dusted peaks, pine-lined curves, and valleys that looked like pages from a fantasy novel. There I was, coffee half-sipped, gloves already on, eyes tracing the silhouette of what would be my dance partner for the day: the 2024 KTM 990 Duke.
This wasn’t just another bike review. This was about unleashing a machine bred for curves, torque, and unrelenting precision onto some of the most enthralling mountain roads in India. I had the roads, I had the altitude, I had the time. Now all I needed was to twist the throttle.
Extremely Handy and Powerful
Let’s start with the obvious: the KTM 990 Duke is a beast with ballet shoes. The kind of machine that laughs at tight switchbacks and purrs through aggressive lean-ins like it’s been rehearsing in these hills for years. At 947cc, the new parallel twin engine is brilliantly alive between 2,500 and 10,000 rpm, with 123 hp (90.4 kW) pushing through my bones like caffeine on an empty stomach.
Climbing the serpentine stretch above Solang Valley, I found the throttle response intuitive and confidence-boosting. The bike is so light on its feet,179 kg dry,that flipping from left to right through the tight, cambered bends felt like wielding a precision blade through soft butter.
Even more impressive is the torque curve. The 103 Nm at 6,750 rpm makes it a delight in the mid-range. I rarely had to drop below third gear between 50–120 km/h. Whether climbing through hairpins or diving into blind descents, the Duke responded like it could read my mind, precise, planted, and powerful.
Completely New Mix of Tubular Steel Frame and Die-Cast Aluminum
KTM didn’t just give us more cubes and better electronics, they went back to the drawing board for the chassis. The trellis frame we’ve grown used to has now evolved into a hybrid: steel tubes meet forged parts meet die-cast aluminum. This Frankenstein-like fusion results in a frame that is rigid where it needs to be and forgiving when things get real.
The engine now plays a structural role, bolted directly into the new frame for added rigidity. This, combined with the die-cast aluminum swingarm and revised geometry, makes the 990 Duke feel like a completely different animal from the 890. There’s more flex where needed, which translated beautifully during my 200 km test route between Manali and Marhi. The feedback from the tarmac was honest, yet never jarring, a tough balance that this Duke nails like a seasoned acrobat.
Damping from Subsidiary WP
WP APEX 43mm forks at the front and a gas-assisted monoshock at the rear, both fully adjustable, are what keep the KTM grounded in confidence. You get five clicks of adjustment on rebound and compression damping, and the best part? No tools required.
I started the day with standard settings, but by mid-morning, after getting familiar with the local road texture (equal parts broken and glorious), I firmed up the front a notch. It made an already confident front-end feel even more precise under trail braking, especially as I attacked tighter corners near Rohtang Pass.
The rear monoshock, with its offset central mount, has just enough spring travel (150mm) to smooth out the ripples without numbing feedback. The suspension setup strikes a golden middle: not plush, not punishing. Just right.
Curve Milling Machine for Single Drivers
This machine is unapologetically a solo performer. While KTM claims to have tweaked the pillion seat for comfort, the absence of grab rails and the sky-high position of the pillion makes it clear, the 990 Duke isn’t interested in playing chauffeur.
The rider triangle, though? Utter perfection. Wide handlebars, mid-set pegs, and a relatively firm but supportive seat allowed me to keep going for hours without fatigue. Whether I was carving twisties or filtering through tourist-packed town traffic, the ergonomics encouraged spirited riding without punishing the body.
This isn’t a tourer. This is a corner-slaying street samurai, lone-wolf style.
Five Driving Modes Only at Extra Cost
Electronics have matured in this new Duke. Three standard modes, Street, Sport, and Rain, handle the bulk of real-world needs. Sport mode was my go-to, keeping traction control light and throttle response sharp but not twitchy.
The other two modes, Track and Launch Control, are software-locked behind a paywall. You get to sample them free for a limited time post-purchase. Same story with the bidirectional quickshifter: it’s excellent, but permanently activating it will cost you more.
Some might grumble at this “freemium” model, but honestly, the base electronics package is more than enough for most riders. The 5-inch TFT dash is crisp, logical, and integrates cleanly with smartphones via KTM’s app suite. A minor gripe? Sun glare on the TFT at high altitudes occasionally forced me to squint.
Quality Has Its Price
At €14,490 (₹13 lakh approx in India), the KTM 990 Duke is not what you’d call “affordable.” But once you’re in the saddle, everything about the machine justifies the sticker. From the responsive engine and customizable suspension to the elegant weight distribution and top-tier braking setup, the 990 Duke feels like it was built by enthusiasts, for enthusiasts.
That headlight? Yeah, it’s polarizing. People at local dhabas either loved it or hated it. It looks like an alien trapezoid trying to be a diamond. But here’s the thing, it’s functional, bright, and makes the bike instantly recognizable. Love it or leave it, it’s KTM’s new face.
Technical Specification
| Specification | Detail |
| Engine | 947 cc, Parallel-twin, liquid-cooled |
| Bore x Stroke | 92.5 x 70.4 mm |
| Power | 123 hp (91 kW) @ 9,500 rpm |
| Torque | 103 Nm @ 6,750 rpm |
| Compression Ratio | 13.5:1 |
| Transmission | 6-speed, PASC™ slipper clutch |
| Final Drive | Chain |
| Frame | Chrome-moly steel, die-cast aluminum mix |
| Front Suspension | WP APEX 43 mm (adjustable) |
| Rear Suspension | WP Monoshock (adjustable) |
| Suspension Travel (F/R) | 140 mm / 150 mm |
| Wheelbase | 1,476 mm |
| Seat Height | 825 mm |
| Weight (Dry) | 179 kg |
| Fuel Tank Capacity | 14 liters |
| Brakes (Front/Rear) | 300 mm dual / 240 mm single disc |
| Wheels | 17” cast aluminum |
| Electronics | 5 ride modes (3 standard, 2 optional), ABS, TC, TFT dash |
| Top Speed | Over 200 km/h |
| Price (Europe) | €14,490 |
Conclusion
I rode the KTM 990 Duke across one of India’s most exhilarating landscapes, twisting, climbing, unpredictable, and not once did the bike let me down. It’s fast, intelligent, composed, and constantly whispering: “Take that next corner harder.”
This isn’t a bike for everyone. It’s for those who dream in lean angles and live for apexes. The KTM 990 Duke doesn’t care if you think it looks too aggressive or costs too much. It knows exactly what it is, a curve-cutting scalpel that thrives on skill, speed, and sensation.
And up there in the crisp air of Manali, with the mountains watching quietly, I found it impossible not to smile.
Is the KTM 990 Duke good for daily use?
You can daily it, but it’s built more for blasting backroads and carving canyons than putting up with traffic jams.
How is the 990 Duke’s suspension setup?
Fully adjustable WP Apex suspension front and rear, letting you dial it from street plush to track sharp.
Does it feel different from the 890 Duke R?
Yes! Bigger engine, stiffer chassis, sharper dynamics, the 990 Duke feels meaner, faster, and even more focused.
