than the 890 , with a pleasantly navigable electronics package , but at its heart is the new LC8c engine ( Liquid-Cooled , 8-valve , compact ). Capacity has increased from 889cc to 947cc thanks to a larger bore ( 92.5mm versus 90.7mm ) and a few mms longer stroke . The pistons , rods , crank , exhaust , and cam timing are all new , and KTM themselves say that “ rideability is improved due to the increased rotating mass ”, I ’ ll take their word for it . For me the torque improvement is the kicker - smoother , with less hunting the gears , and the pull from 3000rpm is terrific . It adds to the relaxed nature of the ride – even when quick . Officially power and torque numbers get a bit of a nudge . Where the 890 offered 119hp and 92Nm of torque , the 990 produces 123hp at and 103Nm of torque . But the bit that really matters is the extra torque of the 990 is produced at 6750rpm compared to 8000rpm on the 890 . And the reality of the riding experience proves they are actually significant jumps . The optional quickshifter supplied on the bike [ part of the 1500km Demo mode , after which you pay to have it unlocked by a KTM dealer - the Ed ], could be a trifle notchy at times on the
upshift , but downwards it was quick , precise , and accompanied by throttle auto-blippage . Very nice in tight work and never missed a cog , while snicking up and down in motorway traffic is precise and easy . Of course the 990 is light , at only 179kg [ but 10kg heavier than the 169kg 890 Duke - the Ed ]. So light it can feel like a compact 650 , but that idea is very quickly dispelled when letting the rev limiter lights blink a few times .
CHASSIS AND SUSPENSION The 990 also sports a new frame and it ’ s a completely different construction to the one it replaces , with the most obvious difference being that the main frame runs outside the swingarm . According to KTM this increases the rigidity , and added stability under acceleration . Technically , there ’ s an eight percent increase in side stiffness and five percent increase in torsional stiffness , with overall stiffness increased around 15 percent . The swingarm , which the boffins developed along with the frame and the aluminium subframe , is actually less rigid than before , but delivers better rear-wheel traction , apparently . And it saves a couple of kilo ’ s . How that translates in the real world is feeling safer ,
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