Motorcycle specifications KTM690 Duke 2018 A puncher in a bowling alley

The Duke has always been a model apart in modern motorcycle production. Starting out as an SM, it gradually became a sporty roadster, the only one powered by a single-cylinder engine. Powerful enough to take on twins of equivalent displacement, to say the least. In this phase 5, or phase 4b depending on whether you interpret it as an evolution or a new model, the 690 Duke takes another step towards greater efficiency.

Evolution, one might think, if one were to judge by its looks, virtually unchanged since the previous model. Only the reworked decals and seat make it possible to differentiate between pre- and post-2016 versions.
Technically, the 690 Duke brings clear new features to both the engine and electronics. This time, the differences between two chapters are obvious.

KTM isn't content to simply take this powerplant over the Euro4 border. The block is more powerful, gaining 3 horsepower for a total of 73 revs at 8,000 rpm, i.e. 500 rpm higher than before. Torque is boosted to 7.6 mkg, 0.4 more than before. To obtain this boost in watts, the engine-makers modified the internal dimensions of the LC4 block. The bore has been increased from 102 to 105 mm, while the stroke has been reduced from 84.5 to 80 mm. Now more super-square, the engine revs higher and is even sportier in temperament, while offering a wider range of uses. We can expect fewer jolts of character in favor of greater efficiency. Still equipped with dual ignition, the Moulbif gains a lightened piston, 50 mm injection (previously 46 mm), a second balancer shaft to calm vibrations and a modified exhaust system, along with a weight saving of 1 kilo.

Equipped with a chassis perfectly in tune with its playful, precise side, the Duke adopts it with few modifications. The chromium-molybdenum trellis frame (9 kgs), swingarm and aluminum rear clamp (4 kgs each) remain unchanged, with only the fork repositioned. The column angle remains unchanged, while headroom is increased. The result is greater stability. WP suspension consists of a 43 mm inverted fork and a preload-adjustable shock absorber - full-adjustable elements are available, but only for the R version.
The braking system deserves no criticism. Does a single brake disc seem light? The bike is just as light. At 148.5 kilos, the 320 mm disc, pinched by a Brembo M50 radial 4-piston caliper, is a real laugh. At the rear, the 240 mm disc is bitten by a single piston.

It would seem that the engine is the main focus of this 690 Duke's evolution. But Katoche has kept a few things under wraps for the electronics. A beautiful TFT color display is now available for your viewing pleasure. There's also a disconnectable ABS and a "Street" riding mode. Not enough for you? There's an optional 300-bucks Track package that gives the bike traction control, two additional riding modes (Rain and Sport), an MSR engine regulation system to prevent the rear wheel from locking up during heavy downshifts, and Supermoto mode for the ABS, which deactivates the latter only on the rear wheel. These features are standard on the 690 Duke R.

Having achieved a form of excellence in its field, the KTM 690 Duke can boast of being even more efficient and exhilarating than before, while making its mark on the mid-size roadster clan. There's nothing like a single in the belly, and this one bows its chest with pride. Overpowering for its architecture, it can reach 9,000 rpm (amazing!) while having equipped its innards to drastically reduce vibrations. The electronics await the rider, and the chassis channels the excitement. A mature toy that doesn't give a damn about convention. But this type of engine is as much the originality as the eccentricity of this Duke, as the market has long been piqued by 2, 3 or 4 cylinders.

M.B - Manufacturer's photos