01. Engine & Exhaust
Built for torque, the liquid cooled 8 valve unit has been tuned to punch out a healthy 70 kW (95 hp) and 86 Nm, with the ability to reduce power to 35 kW (48 hp) and 73 Nm to comply with A2 motorcycle license regulations.
The 8 valve DOHC cylinder head contains twin chain-driven camshafts and one sparkplug per cylinder. Additionally, the camshafts in the KTM 890 DUKE are assembled, which makes them even lighter than forged camshafts. DLC coated finger followers, steel valves and a hydraulic chain tensioner complete the cylinder head assembly.
The KTM 890 DUKE R features horizontally split, high pressure cast aluminum crankcases, allowing for reduced wall thickness and weight. A heavier crankshaft and flywheel setup also helps to pump up torque.
No one enjoys unpleasant vibes. That is why the KTM 890 DUKE employs the use of balancer shafts placed in front of the crankshaft and in the cylinder head to ensure the smoothest power delivery and minimal vibration.
Coated aluminum cylinders are an integral part of the sleeveless engine casing design of this 889 cc parallel twin. This open deck cylinder construction allows for optimal cooling, improved production tolerances and reliability.
Bigger box pistons, but lesser weight and oscillating mass sit at the heart of the KTM 890 DUKE L. Featuring a pin bearing with bronze bushing, providing better frictions and maximizing the rev-ceiling of the engine.
The KTM 890 DUKE L features horizontally split crankcases, which are aluminum high pressure cast, allowing for reduced wall thickness, less weight and improved engine cooling.
The slipper clutch allows riders to enter corners confidently without locking up the rear wheel under hard deceleration or when downshifting, while remaining feather-light on the clutch finger.
The engine employs a compact, semi-dry sump system with oil being actively pumped out of the crank case, clutch housing, and gearbox. This ensures any unnecessary oil flow through the motor, reducing power loss through friction. To cool down the oil, the engine is equipped with an oil cooler similar to that fitted to the larger LC8 engines.
Instead of the electronic injection system's throttle valves being controlled by cables, ride-by-wire processes throttle twist grip movements with the help of electronic sensors and activates the throttle valves accordingly using servo motors. However, our ride-by-wire on the KTM 890 DUKE L goes the extra mile: It electronically translates the throttle commands of the rider into the best throttle valve positions for the current riding situation. The new logic of the engine mapping automatically adjusts the fueling per cylinder. Choking, jolting and involuntary wheelies are a thing of the past. Voluntary ones, however, could easily be a thing of your future.
A stainless-steel thing of beauty. The middle damper centralizes mass and allows for a relatively small muffler that plays a dramatic soundtrack. Hundreds of test bench runs and complex simulations ensured that this exhaust system contributes decisively to the tractable torque curve and excellent emission standards.
Shorter intake funnels result in better throttle response from the subframe-fitted airbox, while the air intake on the sides, allows the KTM 890 DUKE L to keep things cool while you gun it.
A wider radiator with optimized airflow has been worked into the KTM 890 DUKE L to ensure optimal cooling while things heat up on the street or track.