ktm 790 duke tft display factory

The incredible handling characteristics of the KTM 790 DUKE are founded on the dynamic, loadbearing design of the tubular chassis. Engineers had one goal in mind, and that was to keep the chassis as rigid and compact as possible, which allows for sharper turn-in and greater lean angles, allowing it to slice through the turns with extreme responsiveness.

The subframe is cast aluminum and houses the airbox. No plastic covers, no additional brackets - everything is cast into two connected pieces to reduce complexity and weight. The triangular shapes in the subframe were inspired by KTM"s trellis subframes, as this allows for a strong and simple construction.

The KTM 790 DUKE is fitted with extremely lightweight alloy wheels, manufactured in a low-pressure die casting process. Not only do the lightweight wheels make the bike lighter overall, but they also minimize the unsprung masses and moment of inertia, with a positive impact on the handling and riding dynamics.

The MAXXIS Supermaxx ST tires have been specifically developed for the KTM 790 DUKE. Thanks to a special compound, the tires are grippy in both wet and dry conditions, striking the perfect balance between sportiness and everyday rideability, offering the rider a stable ride and excellent tire wear.

Specifically developed WP APEX suspension takes care of both front and rear wheels. This is paramount in the handling characteristics of the KTM 790 DUKE, with the equally impressive suspension component quality and performance usually only seen on motorcycles in higher classes.

Making sure the rear wheel behaves when the going gets fast, is a high-quality gas-assisted WP APEX rear shock, featuring progressive spring and preload adjustment. This means the KTM 790 DUKE maintains a sporty ride quality, while still being comfortable enough for longer trips.

Maximum deceleration is ensured at the front wheel on the KTM 790 DUKE by the two radially mounted four-piston fixed calipers and two 300 mm discs. The spacing between hand brake lever and handlebar is adjustable so that the lever is within easy reach for every rider. The front brake receives effective support from the disc brake on the rear wheel, which features a single piston floating caliper, clamping down on a single disc. All this stopping power is supported by KTM"s Cornering ABS.

Holding 14.3 liters of fuel, the KTM 790 DUKE is ready to attack mountain passes miles away. And combined with a fuel consumption of 4,4 l / 100 km, you"ll be hunting apexes for hours.

Take the 790 Duke for a blast on a twisty road, and KTM’s new middleweight works so well that you might wonder why the Austrian firm didn’t create a bike like this ages ago. The 799cc parallel twin is engagingly quick, light, sweet-handling and bursting with character.

The Duke is exciting yet rider-friendly, epitomising the simple riding pleasure that has long made the naked middleweight class popular. It neatly plugs the large gap in KTM’s roadster range between the single-cylinder 690 Duke and 1290 Super Duke V-twins.

That impression of simplicity is actually misleading, because the 790 is distinctly sophisticated. Beneath its lean, typically sharp-edged lines, the Duke brings a new level of technology to the class, with features including a full-colour Thin Film Transistor instrument panel, two-way gearbox quick-shifter, and advanced electronics controlled by a superbike-style Inertial Measurement Unit (IMU).

Perhaps the biggest decision KTM’s engineers faced in the Duke’s development was the layout of the all-new engine. They eventually settled on a parallel twin, rather than a V-twin as used by bigger Adventure and Super Duke models, mainly because side-by-side cylinders could be made more compact.

The dohc eight-valve unit has its crankpins offset by 75 degrees to give an irregular firing order like the big V-twins. Twin balancer shafts allow it to be a stressed member of the frame, which in KTM tradition is made from tubular steel. Maximum output is 105bhp at 9000rpm – not the highest in the class, but a healthy figure for a bike weighing only 174kg with fuel.

That electronic sophistication begins with the TFT display, controlled via an updated version of KTM’s familiar four-button switchgear on the left handlebar. There’s a choice from four riding modes, including a Track setting that gives extra functionality. On the launch in Gran Canaria I stuck to Street and the slightly sharper Sport (there’s also Rain, which reduces power), both of which give superbly crisp throttle response.

That top-end output is complemented by a usefully flat torque curve. The 790 generates enough midrange torque for strong acceleration from around 4000rpm, and the motor stays smooth even up near its 9500rpm redline. This encourages plenty of revs and frequent use of the six-speed gearbox, as does the quick-shifter, which works sweetly in both directions and contributes to the KTM’s effortless feel.

The Duke is more than happy at speed, though inevitably its upright and exposed riding position means you’re fighting the wind long before reaching the maximum of about 140mph. Even at much lower speeds, the parallel twin’s off-beat firing order gives the 790 an involving character and an appealing bark from the high-level exhaust.

The twin-cylinder unit is slightly less impressive in town, when the Duke tends to hunt slightly at constant throttle openings. At least the clutch action is light, and the bike’s fairly low seat and generous steering lock help make it manoeuvrable in traffic. I didn’t find it cramped, despite being tall.

On very rough surfaces the Duke passes on some jarring through bars and seat but doesn’t lose its cool. The balance between agility, stability and comfort feels just about right. And when you’re riding on bumpy, damp or poorly surfaced roads, the Bosch cornering ABS and high-level traction control give an invaluable safety net.

There’s plenty of grip and stopping power, even if the Maxxis tyres and J.Juan front brake, with its pair of four-piston radial calipers, aren’t from particularly glamorous suppliers. The Duke should prove quite practical, too. Fuel consumption averages around 50mpg even with hard riding, giving around 150 miles from the 14-litre tank. Comfort is reasonable, despite the fairly thin seat.

What confirms the 790 Duke as a serious middleweight contender is its aggressive price (of £8499 in the UK). It’s very competitive with natural rivals such as Ducati’s Monster 821 and Triumph’s Street Triples, not to mention BMW’s capable but ageing F800R parallel twin.

And as you’d expect in this modern era of platform-sharing, the first all-new model is just the start. The 790 Duke introduces a parallel-twin family that will grow to include more KTMs – starting with a dual-purpose Adventure model, due next year – and also bikes from sister brand Husqvarna. On this evidence they’ll be well worth the wait.

The 790 Duke continues to be super agile and focused on riding fun.  Propulsion is provided by the familiar LC8c in-line two-cylinder with 799cc.  It complies with Euro5 regulations and produces 95 hp and 87 Nm.  This means that the engine meets the specifications for A2-compliant throttling to 48 hp, which would not be possible on the current 890 Duke R, as at 121 hp the output power would be too high for European A2-compliant throttling.

Three riding modes are available, Rain, Street and Sport.  The settings affect throttle response and traction control.  The traction control works depending on the lean angle.  There’s also cornering ABS with a Supermoto mode (ABS on rear wheel deactivated),  a color 5-inch TFT display and LED technology in the headlight (incl. daytime running lights) and taillight.

Optional features include a Qickshifter+, engine slip control, track riding mode for the racetrack, cruise control, tire pressure monitoring system and KTM MY RIDE connectivity for phone and music.

The software options are already installed at the factory, but must be unlocked.  KTM offers the option of testing all software options over a maximum of 1,500 km, after which you can decide whether you want to unlock them for a fee.

The KTM 790 Duke 2023 will be available at dealers from January and will be sold in Germany at a price of 8,999 euros (plus ancillary and transfer costs).  The choice is between the classic orange or the gray-black variant.

KTM has already announced that it will be putting together special offers for the sales launch.  During a certain period, there will be 0% financing, or a free software upgrade is also planned.

The KTM 790 Duke has started to arrive at dealerships and motoring portal, Maxabout, has shared the first images of the motorcycle at what is claimed to be an outlet in India. The motorcycle was reportedly snapped in the warehouse and it would be put on display post the launch. The Bajaj Pulsar in the background is equipped with a saree guard, a feature that is mandatory equipment on all motorcycles sold in the Indian market and thus it confirms the fact that the 790 Duke was indeed spotted on local soil.

Regular readers would know that select dealerships have already commenced the unofficial bookings for the upcoming middleweight motorcycle for a token amount of INR 30,000. IAB understand that the bike is likely to come out well within the first half of the year. Deliveries would most likely commence a month after the launch. The motorcycle will arrive in the country through the CKD route and the assembly will take place at Bajaj’s Chakan plant in Pune. The 790 Duke is expected to carry an ex-showroom tag of INR 8.5 lakh while the on-road prices could go up to INR 10 lakh.

The India-spec KTM 790 Duke is identical to the international model and thus, the aggressive price tag will get buyers a comprehensive feature list that will include a full LED headlight, TFT display with Bluetooth enabled smartphone integration, two-way Quick-shifter, Motorcycle Stability Control, Cornering ABS with Supermoto mode, and Motor Slip Regulation (MSR).

KTM’s 790 DUKE finally hit dealerships last month – almost a year after we first saw it and with some massive hype to live up to. Does the KTM do the job? First impressions after the press launch were ‘hell yeah’. But where does it fit in the ‘hooligan middleweight’ queue at the checkout? We put it up against its nearest rival… Straight Outta Hinckley comes the Triumph Street Triple R, the more road-focussed and slightly less hyper version of the triple cylinder 765cc naked, the RS.

The R is the mid-spec bike in the three-bike 765cc Street Triple range introduced at the beginning of 2017, sandwiched between the ‘S’ and the top spec ‘RS’. Don’t think that the ‘mid-spec’ tag means mediocre performance though; the R is all go. In fact, my colleague, Simon ‘Toad’ Hancocks, believes in some ways it’s better than the range topping RS. But is it still better than KTM’s new kid on the block?

At £8,499, the 790 DUKE slots into the KTM naked (DUKE) range between the single-cylinder 690 which is just £500 cheaper at £7,999 and the monstrous 175bhp 1290 SuperDuke R at £14,299. That’s pretty much the same as Yamaha’s MT-09 and £800 more than Suzuki’s GSX750S

Twin counter-balancers remove any unwanted vibes while the smooth revving twin offers a wonderful slug of fast-delivered torque from 5-8,000rpm. There’s loads of top-end power and what feels like a boost at 7,000rpm, so please for the love of motorcycling; use plenty of revs! Because when you do the engine and the Duke’s sweet, slick-shifting gearbox will reward your riding experience even further. Minimal ankle movement is required on the well set-up quickshifter when throwing more gears at this fast-revving naked, yet it has a reassuring resistance with a neat little ‘clunk’ letting you know when the gear has been selected. Down the ‘box and the autoblipper and slipper clutch work in harmony. It’s quite non-KTM, thankfully.

It’s such an easy bike to ride. Exciting, entertaining and punchier in the mid-range than the three-cylindered Triumph. If you’d have asked me before riding both, I wouldn’t have been giving the KTM much of a second look but boy does this thing impress.

With peak power (105bhp) coming at just 9000rpm compared to the Triumph’s (116bhp) 12,000rpm and a lot more torque peaking at lower revs too, on paper the KTM has a fatter mid-range but less peak performance. In reality, annihilating your newly-discovered favourite b-roads the fundamental power deficit is barely recognisable. The fast action gearbox and fast-revving, even faster fuelling engine give the KTM its usability, but you’ll get through a lot more gearchanges than the Street Triple on the way. The Triumph has a broader spread of power and can roll-on in the same gear, while the KTM needs quick-tapping toes to keep it sweet.

It’s more controlled and less scary than its sibling, the 1290 Super Duke R for instance, and that makes it a very friendly motorcycle for the UK’s roads offering all our hooligan fantasies without being feral.

Speed testing showed the KTM reaching 137mph, although this was trumped by the Triumph which got to 147mph. A 15bhp difference shouldn’t be enough to add 10mph at these speeds with no aerodynamics, which suggests the two bikes are geared differently. The KTM sacrifices big numbers for acceleration, while the Triumph goes for taller gearing in the higher ratios for easier cruising and a few more mpg. The British bike is faster through all our test parameters, just. A 0-60 time of 3.07s edged out the KTM by just 0.04s while 0-100mph saw a Street Triple victory by 0.55s.

And to emphasise the KTM’s mid-range power compared to the Triumph’s overall bhp advantage, the 40-120mph roll on test in top gear saw a gap of just 0.23s.

The compact parallel twin engine brings the 790 DUKE many benefits, one of which is a compact chassis which in turn brings a light and lithe motorcycle that handles extremely well. The ace up the KTM’s sleeve is the way it performs as a package . All that accessible torquey power in a tiny, basic chassis brings fantasies of carving through corners, Lorenzo-style with all the finesse a small bike brings. The reality, courtesy of suspension that’s good enough…but only just, is more akin to Marc Marquez when the red mist comes down, hacking through field from the back of the grid.

KTM’s very own WP suspension plus some budget Maxxis Supermax tyres are a mixed bag. Yes, the bike handles well. Really well in fact, but think of how good it could be on a decent set of rubber and a set of higher-spec, adjustable forks. They may well be included on an ‘R’ version that will surely make its way into production in the future.

Even though the budget brakes from Spanish firm J Juan aren’t theoretically on the same scale as the bad-ass Brembo’s fitted to the Triumph, the stats from our datalogger show the KTM being able to stop from 70mph in just 3.74s which is only 0.05s slower than the Triumph. In distance terms this is just 37cm (55.19m vs. 54.82m). If you’re a brand connoisseur then they could be an issue but there was no questioning their ability in stopping this featherweight, even with a cruiserweight at the controls. Add in the KTM’s standard-fit cornering ABS and we’d say the orange corner wins this one.

A seat height of 825mm is average for a naked bike, in fact it matches the Triumph. However, because the KTM’s chassis and engine are so narrow, the seat shape is great for the shorter rider (so says the diminutive Toad Hancocks). At 6 feet tall I thought it might be a little cramped but the low, rearset, peg position still gave plenty of ground clearance, the well-shaped seat and leant-forward bar position made the KTM very comfortable. After the first mile I realised the initial ironing board-like hardness became a comfortable riding position. The bars and levers are all adjustable and the seat can be lowered to 805mm. In fact, a chassis lowering kit is available to take the seat down to 785mm.

The one distraction are those crappy rear-view mirrors which just flop about at any kind of speed. Easy to adjust but rubbish at staying there and not particularly pleasing on the eye. Then again, KTM offer plenty of ‘Power Parts’.

A comprehensive TFT display that’s both easy-to-read and easy-to-use is the tip of the electronic goody bag. Operational from the left-bar, the four-way up, down, back and select buttons are basic in their looks but a doddle to operate through the various screens.

The Duke also has the same bells and whistle you’d expect on bikes costing twice the price. IMU-controlled cornering ABS and traction control plus wheelie control (which might actually be useful on this bike, packed with midrange and potentially bought by newish riders) and a two-way quick shifter with autoblipper plus not-at-all-important launch control and four riding modes – Sport, Street, Rain and Track. This is the clever part, whereby throttle commands are electronically translated into throttle valve positions suited to the riding conditions. So, Sport, for example turns relatively small throttle openings into much bigger actual throttle openings in the injectors. And with lightweight engine internals capable of picking up revs so quickly, it makes 100bhp feel like 150 when you open the throttle and the bike leaps forward. The downside is a little snatchiness at low revs around town, but you can switch to other modes for that. Track offers a smooth throttle, less traction control and the anti-wheelie control to be turned off.

Launch Control is a funny option for a 106bhp middleweight. Like many similar systems it can only be used three times in a row before the clutch needs to lie down and rest… but on a test at KTM’s Austrian facility I clocked a faster speed by 5kph from a standing start without launch control activated than I did with it turned on. Probably down to the head-mess that releasing the clutch with the throttle to the stop does!

The R features switchable ABS and traction control, a 5” full-colour TFT dash that’s clear and easy to read. The dash is also angle adjustable which is handy, and can be moved on the fly with just one hand. As mentioned it has four riding modes Sport, Road, Rain and Rider. An on-board computer to display journey time, average speed, average fuel consumption, current fuel consumption, range (which seemed fairly accurate), two trips and ambient temperature.

The KTM has more hooligan tendencies and by comparison to the Triumph, feels like a teenager full of raging hormones; excitable, lively and literally ‘ready to race’ in agreement with KTM’s mantra. Whereas the marginally more sedate Oxford grad Street Triple is calmer, more refined (certainly with its build quality and smart LCD instrument panel) and would be my choice IF I wanted a bike on which I can relax on when necessary yet still has all the get-up-and-go when needed. On the Duke, I’d forever be getting places faster because it’d be rude not wring its neck – that’s what it cries out for.

The finer detail on the Triumph such as adjustable suspension and better tyres and brakes come at a cost. £9200 is a big sum when fighting with the KTM and Yamaha’s MT-09 (and SP) for example. And it doesn’t have the quickshifter either – a must on all modern motorcycles in my opinion.

KTM have built a middleweight sensation with a strong, useable, peaky motor coupled with a fine gearbox and chassis combo. If the price began with a 7 instead of an 8 then I’m sure they’d sell by the bucket load. It’s got swag, it’s got character and it’s got my vote.

KTM AG (Kronreif & Trunkenpolz Mattighofen) formerly KTM Sportmotorcycle AGAustrian motorcycle, bicycle and sports car manufacturer owned by Pierer Mobility AG and the Indian manufacturer Bajaj Auto. It was formed in 1992 but traces its foundation to as early as 1934. Today, KTM AG is the parent company of the KTM Group, consisting of a number of motorcycle brands.

KTM is known for its off-road motorcycles (enduro, motocross and supermoto). Since the late 1990s, it has expanded into street motorcycle production and developing sports cars – namely the X-Bow. In 2015, KTM sold almost as many street as off-road bikes.

The company secured its first racing title in the 1954 Austrian 125cc national championship.International Six Days Trials, where Egon Dornauer won a gold medal on a KTM machine.

In 1957, KTM built its first sports motorcycle, the Trophy 125cc.moped, named Mecky, was launched in 1957, followed by Ponny I in 1960 and Ponny II in 1962 and Comet in 1963.

As the company continued to expand, the workforce totalled 400 in 1971, and forty years after it was founded, KTM was offering 42 different models. Additionally, KTM was able to produce motorcycles for the racing industry. During the 1970s and 80s, KTM also started to develop and produce engines and radiators. Radiators sold to European car manufacturers constituted a sizable part of the company"s business in the 1980s.

In 1992, the company was split into four new entities: KTM Sportmotorcycle GmbH (motorcycles division), KTM Fahrrad GmbH (bicycles division), KTM Kühler GmbH (radiators division) and KTM Werkzeugbau GmbH (tooling division).

Now owned by KTM Motorradholding GmbH, which was formed by Cross Holding (a Cross Industries daughter), and other investors, KTM Sportmotorcycle GmbH started operation in 1992 and later took over the sibling tooling division KTM Werkzeugbau. In the following years, while steadily increasing production and turnover, investing in new production and R&D facilities,Cross Industries owner Stefan Pierer.

In 1994, KTM started production of the Duke series of road motorcycles, in 1996, KTM motocross machines were first decked out in KTM"s signature orange color,Supermoto and Adventure motorcycles. In 2007, the company debuted the KTM X-Bow sports car.

In 2013, KTM acquired the formerly Swedish motorcycle maker Husqvarna Motorcycles from its prior owner BMW Motorrad AG.Husaberg into Husqvarna Motorcycles from which it had spun off in the 1990s when Husqvarna was sold to the Italian company Cagiva.

As the final result of the restructuring process, KTM Motorradholding GmbH had become KTM AG in 2012. In 2015, KTM generated a turnover of over 1 billion Euro and employed 2515 people by the end of that year.KTM Sportmotorcycle GmbH, KTM Werkzeugbau GmbH and KTM Kühler GmbH (today WP Radiators). KTM Fahrrad GmbH (KTM Bike Industries) remains an independent company and is owned by Chinese investors. KTM-Group today contains the brands KTM, Husqvarna Motorcycles and GasGas Motorcycles.

Furthermore, KTM Sportmotorcycle GmbH and Husqvarna Motorcycles GmbH operate 24 and 8 distribution subsidiaries worldwide, respectively, most of them in European and Asian countries and in the US.

KTM started exporting their GS model to the US in 1968 through an American importer, John Penton under the Penton brand. This joint venture lasted until KTM established KTM America Inc. in Ohio in 1978.

In 2005, KTM-Sportmotocycle began a partnership with ATV manufacturer Polaris Industries with the goal of shared research, and more importantly shared distribution networks. This partnership was a two-year trial arrangement, at the end of which both parties had the option of merging the two companies into one.

In 2006, KTM announced that the partnership with Polaris had been downgraded, and would instead only supply their 450cc and 510cc RFS engines to Polaris.

In January 2008, Bajaj announced that it would jointly develop two new 125cc and 200cc bikes for Europe and the Far East. The bikes would be badged KTM.

KTM entered motorsports competing in motocross racing. KTM won its first championship in 1974 when Guennady Moisseev claimed the 250cc Motocross World Championship.world titles since 1990. With Ryan Dungey"s 2015, 2016 and 2017 victories in the supercross world championship, KTM gained a successful presence in supercross racing as well. In 1994, a KTM factory team debuted at the Dakar Rally. In 1998, KTM riders won second to twelfth place. With consecutive wins from 2001 to 2019, the manufacturer has dominated the rally for 18 years now. KTM teams successfully compete in other rally raid events like the Atlas Rally or the Rallye du Maroc. KTM has won 37 cross country rallies world titles since 2003 and has won the FIM Cross-Country Rallies World Championship 15 times, most recently in 2015.

In 2003, KTM started sponsoring and supporting road racing in various capacities, with the most successful results stemming from their supermoto efforts. From 2003 to 2009, a KTM factory team competed in the 125 cc class of the motorcycle Grands Prix, and between 2005 and 2008 in the 250 cc class. Notable successes in the 125 cc class were the second and third place in the overall ranking scored in 2005 by KTM riders Mika Kallio and Gábor Talmácsi, the second place in 2006 by Mika Kallio, the third place in 2007 by Tomoyoshi Koyama and the 2005 KTM victory in the 125 cc constructor"s championship. In the 250 cc class, Mika Kallio won third place in 2008. Since the first Rookies Cup season in 2007, KTM has supplied the bike for the Red Bull MotoGP Rookies Cup. In 2009, KTM announced their withdrawal from Grand Prix motorcycle racing in all classes, and did not return until 2012 in the new Moto3 class.

In 2012, KTM won the Moto3 manufacturers" championship. During the next season, KTM riders prevailed in every race of the Moto3 class and won the world title as well as second and third place, making KTM the obvious victor of the manufacturers" standing. KTM won the manufacturer title in the 2014 and 2016 as well as the world title in 2016 in the Moto3 class. Starting in 2017, KTM fields bikes in both MotoGP and Moto2 classes as well. The main class team features Bradley Smith and Pol Espargaró as full-season riders, and Mika Kallio as wildcard rider. The Moto2 KTM Ajo team features Miguel Oliveira and Brad Binder.

Steadfastly independent and confident of their company"s abilities, KTM chose to use a steel trellis frame where all other manufacturers used aluminum. In addition, KTM insisted on developing their own racing suspension through their WP subsidiary (all other manufacturers used Öhlins). KTM demonstrated their prowess in doing things their own way by winning their first Moto GP premier class race on August 9, 2020, with rookie Brad Binder crossing the finish line in first place.

KTM"s official company/team colours are orange, black and silver. To create a strong brand identity, all competition-ready KTMs come from the factory with bright orange plastic with "KTM" emblazoned on the side of the radiator shrouds. All KTM bikes also come from the factory with a Motorex sticker on the outside of the motor. All first fills of oil come from Motorex as well. Some official KTM teams use different colors for their bikes, most noticeably in the Dakar Rally.

KTM manufactures a wide range of off-road motorcycles. Not all of their models are available in every country. The following section lists bikes that are sold in the US.

Enduro – The street-legal EXC enduro versions of KTM"s XC cross-country bikes are supplied with plusher non-linkage suspensions, a wider-ratio gear box and lights.

Free Ride – A KTM original class of off-road motorcycle that could be described as a cross between Enduro and trials bikes. The Freeride 250R is powered by a lighter, modified version of the 250 EXC Enduro engine and has a specially developed six-speed gearbox with close transmission ratios in the lower gears and a wide ratio for the sixth gear.

New European emission laws have increased the pressure on two-stroke bikes, as their engines are less fuel efficient and produce more pollution than four-stroke engines. However, with newer advances in technology, two-strokes have begun to burn cleaner and pass stricter environmental standards. Starting in 2017, all newly registered motorcycles must conform with the Euro 4 regulations for emissions management. In May 2017, KTM unveiled a new two-stroke engine with direct fuel injection. By pressure-injecting an electronically controlled amount of fuel into the transfer port of the cylinder, the new TPI (transfer port injection) engines will be more fuel efficient and cleaner than classic carburetor two-stroke engines, albeit more complex and expensive. By 2018, 250 and 300 EXC TPI enduro models will be powered by the new engine.

Supermoto – KTM was the first manufacturer to offer a competition-ready supermoto bike to the public. However, the company stopped supermoto production in 2016 to focus on stock 690 SMC R machines. For the 2019 Model year, the 690 SMC R model was completely renewed. The bike now has the latest version of the single cylinder LC4 power unit, introduced for the MY2016 Duke. The previous supermoto models included the 625 SMC and the race version 560 SMR. The 141 kg light 690 SMC R model has a 48 kW liquid-cooled one-cylinder four-stroke motor (LC4) and a hydraulically actuated APTC slipper clutch.

Adventure tourers – KTM currently produces the 1090 Adventure, 790 Adventure, and 1290 Super Adventure dual-sport adventure bikes in versions with different seat height, wheels and suspensions that endow the machines with a road (S), off-road (R – for rally) or touring (T) bias.

The 1090 Adventure and 1290 Super Adventure bikes are powered by 75 degree V-twin four-stroke motors (LC8). The 790 Adventure is powered by the new LC8c parallel twin four-stroke motor. All 3 feature a slipper clutch, electronically controlled riding modes (sport, street and rain) with the 1290 and 790 featuring a TFT display and the 1090 featuring a twin (analog plus LCD) display.

Sports tourer – The KTM sports tourer 1290 Superduke GT (Gran Turismo) is a version of the 1290 Superduke R naked bike that has been modified for more touring comfort with a longer and more robust frame, modified handlebar, larger fuel tank and modified 75 degree V-twin four-stroke LC8 motor. Like the 1290 Super Adventure, the 1290 Superduke GT features three electronically controlled riding modes.

Naked bikes – With the Duke and Superduke models, KTM currently offers naked bikes with 125, 200, 250, 390, 690, 790, 890 and 1290 cc displacement. The 125 (not available in the US), 200, 250, 390 and 690 and 690 R Duke models have a single-cylinder four-stroke LC4 motor. The 790, 890 Duke use a new twin-parallel engine. The 1290 R Superduke model is equipped with a 75 degree V-twin four-stroke motor (LC8).

200, 250 and 390 Duke models are currently produced by Bajaj Auto in Pune, India.The 250 is only available in Asia, with only the Duke 390 and Duke 200 being exported to European countries and North America. The Duke 200 2020 model is now available in the United States and has a new redesigned 200 cc displacement engine.

Supersport – KTM sport bikes currently offered in the supersport category include the RC 125 (not available in the US) and the RC 390. Both are street-legal versions of bikes that compete in street races. With the RC16, KTM has presented a 1000 cc sport bike that will race in the MotoGP class of the 2017 Road Racing World Championship Grand Prix.

Superbike – Currently, KTM has retired from superbike production and competitions.1190 RC8 superbike, a light, powerful homologated (street-legal) bike for superbike competitions with an LC8 motor and without any of the electronic driving aids that the otherwise comparable Superduke and Super Adventure models offer.

Since 1992,KISKA, a Salzburg-based design firm. KISKA also designed four versions of the X-Bow and is responsible for the overall branding for KTM and Husqvarna.

The KTM X-Bow (pronounced cross-bow) is a series of lightweight, two-seater sports cars known as the X-Bow R, the X-Bow RR, the X-Bow GT and the X-BOW GT4.Audi engine and a carbon fibre chassis developed in cooperation with Italian racing car manufacturer Dallara, making it the world"s first street-legal car with a full carbon fibre monocoque.