KTM 790 Duke First Ride 2019

Ultimate test of the man and the machine? Hard to argue against the Pikes Peak International Hill Climb. It is a merciless 156 summits, with long straight lines that cling to the edge of a mountain and puts each movement under a magnifying glbad. The design philosophy of the 2019 790 Duke proposed by KTM suggests that it was designed for this race. It's no surprise that this is where the 790 debuted in 2018 in the hands of retired MotoAmerica MotoGP rookie and KTM contender Chris Fillmore.

The Orange Brigade is planning to build a naked middleweight with dignified power and precise handling – a mountain destroyer, if you will. After a day flying Palomar Mountain in Southern California aboard 790 Duke, I would say that KTM was successful. It started with the brand new 799 cc parallel twin. He gets a lightweight one-piece forged crankshaft with a 75-degree crank offset for an uneven shot at 435 degrees, giving the 790 a V-twin-shaped sound and a familiar personality with the Duke family. Forged pistons and rods help reduce vibration and weight, as do DLC-coated finger probes, smaller cam lobes, and a secondary balancer shaft powered by the exhaust cam. The power rating is 95.1 hp at 9,200 rpm and a torque of 58.2 lb-ft at 7,900 rpm on Cycle World ; for comparison, the Yamaha MT-09 produced 105.4 hp at 9,980 ft and a torque of 60.5 lb-ft at 8,460 rpm. What the dyno figures do not reveal, is how the 790 is booming.

The opening of Duke's 790 throttle suggests that the actual performance is not drastically different between the two, however, the parallel twin offering easily available power from 3,500 rpm. The initial power supply is steady at low speeds, even though the transition between the on / off pedal is sometimes too sensitive in the low-speed Sport driving mode – a quick switch to street mode solves the problem. Power increases in the midrange – riding the front wheel as the bike accelerates away from turns – and only disappears near its red line at 9,500 rpm. The KTM Quickshifter + adds to the excitement of driving up the gear with Duke's well-spaced six-speed gearbox. What does the "+" mean?

KTM has transferred its 790 Duke Inclined Angled Motorcycle Pilot (MTC) and Curve ABS driver to one of the largest LC8 1290 models, which works in conjunction with five-axis Bosch IMU for flawless accuracy. The Traction Control settings are preset in three of the selectable driving modes, while the Course Mode offers nine levels of adjustment. In addition, a function called engine slip control (MSR) functions as a corner-in-turn traction control system that prevents slowing of the rear wheel slip by opening the throttle butterfly valves as needed. Really serious stuff, especially for the bad middleweight.

What does this mean for the Duke? Think of the electronic suite as the ultimate coach to improve your driving instantly. No time wasted. The traction control system intervenes only to the extent necessary to mitigate skating in the midfield, but is not aggressive enough to suppress the acceleration out of the turn. While the highest TC settings hinder the 790's ability to accelerate, the strong intervention suggests that the Duke would have no problem defeating the rain-soaked tarmac. The MSR contributes greatly to keeping the KTM under control as well. The rapid demotion is done without any additional thought, the system works seamlessly to keep the wheels in line. Go ahead, drive deep into this corner. He challenges you.

The Duke's chbadis provides a feeling of comfort when cornering. KTM's work on damping the engine vibration means that it could use the powertrain as a stressed member of the frame, helping to reduce weight and improve agility. At 414 pounds completely full, the 790 easily performs difficult transitions from one side to the other. The more winding the road, the more prosperous the duke. The choice of Maxxis Supermaxx ST tires by KTM is very useful because it offers a grip and a punching sensation at the end of the turn.

The components of the suspension are the main kryptonite for the 790, but only because of their lack of adjustment, with the exception of the reinforced rear spring. – Preload adjuster. This is not to say that the 43mm WP fork and shock do not offer well-chosen springs with a good balance of support or that there is not a solid overall feel, but that the front and the back are rigid and they do not conform on difficult terrain. roads. The duke tends to jostle under you, and driving comfort suffers when asphalt is not ideal. Frankly, the lack of adjustment of the suspension by the Duke is disappointing, which is emphasized only by the fact that the 790 is endowed with many other high-end features like its complete electronic suite of 39, driving badistance.

Feel of the brand KTM brake calipers is also dull. The first pull on the lever provides great punching power, but on approaching the apex, a lack of sensation makes it difficult to understand the applied braking force. It is a good thing that the Duke is equipped with the ABS Cornering System, which intervenes almost imperceptibly during idling braking, complementing the precision of the driver badistance system.

Comfortable ergonomics correct the defects of the 790 suspension, even if a saddle too stiff irritates the glutes after more than half an hour of driving. We found that the narrow frame makes the seat height 32.5 inches lower than it actually is. The Duke is therefore easy to handle in traffic jams and parking lots. Nevertheless, there is plenty of room for the legs. the Duke should have no problem adjusting the drivers larger than my 5-foot-7 frame. A long reach with a relatively low handlebar gives the 790 Duke a feeling of aggression, but it is not so extreme that it exerts a delicate pressure on the wrists. Our bodies thank you, KTM.

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