KTM 790 Duke (2026) review, spec, features and price

The KTM 790 Duke has always occupied a slightly unusual place in the naked bike world, in that ever since it arrived in 2018, the Austrian twin has never been the fastest or most powerful thing in the segment. It’s been the rowdiest. It’s thanks to its demeanour that twin-pot carved out a reputation as one of the most entertaining middleweights on the market.

For 2026, KTM has given the bike its biggest update since launch, and while the headline numbers remain familiar enough (105bhp and 64lb-ft), almost every crevice of the bike has been lightly fondled. There's new styling, a lighter, restled subframe, revised ergonomics, new suspension, new brakes, new tyres, a new TFT dashboard and a host of detail changes aimed at improving both handling and day-to-day usability.

The question is whether KTM has managed to improve the 790 Duke without sanding away the rough edges that made it so entertaining in the first place.

2026 KTM 790 Duke specs

First impressions

One look at the new bike tells you KTM wasn't interested in reinventing the Duke formula. The styling is sharper and more aggressive than before, bringing it closer to the design language seen on the latest 990 Duke – Demogorgon face-and-all. The proportions are compact, and it still looks like it's permanently ready to punch someone in the face.

Climb aboard the bike, and the first thing many riders will notice is the slimmer step-over. Seat height remains unchanged at 825mm, but the narrower waist makes getting both feet on the floor noticeably easier.

The riding position has changed too, with new straighter handlebars encouraging a more elbows-out stance – you can flip the bar risers around for a slightly more relaxed stance, but I doubt there's much in it. The footpegs sit 7mm further rearward and 2mm higher.  To put it another way, it all feels familiar, but slightly more focused.

One big and welcome change is the new TFT and switchgear, which are both a big step up from the previous generation 790. The TFT isn’t huge, but it is very nicely laid out, and the anti-glare coating on it is one of the only ones I’ve encountered that actually works.

Riding - Gross Glockner here we come

Out on the roads around the Austrian Alps, the 790 immediately feels lighter on its feet than the previous model. KTM quotes a ready-to-ride weight of 185kg, which is 2kg lighter than before, and while that's not a huge number on paper, the bike feels noticeably eager to change direction. The trademark Duke DNA is still very much present. This remains a motorcycle that encourages you to attack corners, brake late and hunt for the next apex.

One of the most welcome changes comes from the revised suspension package. The 43mm WP Apex fork and WP shock are both adjustable, while rear wheel travel has increased by 20mm. The standard settings strike a sweet spot between support and comfort, giving the bike enough control when you're pushing on without turning every potholed road into a personal injury claim. The extra rear travel is especially noticeable, as it takes some of the harshness out of rougher roads and gives the bike a more composed feel without dulling its responsiveness.

Comfort has improved elsewhere, too, with the seat being broader and more supportive, making it easy to move around and find a comfortable position, while vibration, through the seat, bars and pegs, is impressively well managed. There are still a few vibes present, but they're largely isolated to the plastic tank covers.

The engine itself hasn't undergone a wholesale redesign, but it feels happier at lower speeds than previous versions of the 790. Around town, it's smoother, less abrupt and generally easier to live with. Get out onto fast, flowing roads, and it still delivers exactly what Duke buyers want. There's plenty of punch through the midrange, strong drive out of corners and enough performance to keep things entertaining long after common sense has suggested you head home for tea.

The throttle connection deserves an honourable mention, too, as it’s direct and immediate without feeling overly aggressive during the first part of the twist. It’s a small detail, but it makes it so much easier to ride the thing smoothly, whether you're threading through traffic or firing between alpine hairpins.

Tech

As mentioned, the updated TFT display is a massive step forward. Anti-glare claims are often more marketing hype than reality, but KTM's latest screen genuinely works. Even under bright conditions, the display remains clear and easy to read. The menu structure is equally impressive, as within minutes it becomes second nature to navigate between settings, rider aids and display themes. 

Once in the TFT, you have four riding modes available: Rain, Street, Sport and Track. Street and Sport will likely handle the vast majority of riding duties, with Track mode feeling a little too aggressive for public roads. It's there for riders who want maximum adjustability, but for everyday use, Sport strikes the best balance.

Cruise control now comes as standard equipment, while the quickshifter remains either an option or part of the Tech Pack, depending on how one goes about their ‘pay-to-play’ options…

The quickshifter performs well for the most part, though there were a couple of occasions where first-to-second and second-to-third shifts benefited from a slight throttle blip. A couple of false neutrals also appeared during the day, but considering the sheer volume of gear changes I was chucking at the thing, it's hardly a major criticism.

WP braking hardware – a surprise star turn

Perhaps the biggest talking point on the entire motorcycle isn't the engine, suspension, electronics, or styling; it’s the stoppers. The 2026 790 Duke becomes one of the first bikes to feature KTM's new WP-developed braking components, with WP-developed, built and branded calipers and master cylinders replacing the previous J.Juan setup.

When news first emerged that WP was entering the braking world, it certainly raised a few eyebrows. After riding the bike, those concerns can do a stoppie. The new setup consists of twin four-piston calipers gripping 300mm discs up front, paired with a single-piston rear caliper working on a 240mm disc, and the performance is excellent.

Had this been a blind test, I’d never have guessed these were WP's first steps into braking systems. In fact, the overall feel is closer to that of a Brembo M50 setup than many riders might expect. Three main characteristics stand out, with the first being the initial progression at the lever. There's enough sensitivity to finely meter braking force when trail braking into tighter corners. The second is the reassuring resistance as you squeeze harder and get into the meat of the lever. The lever firms up exactly as you'd hope when arriving at a downhill hairpin carrying rather more speed than perhaps you should be. The third point is the outright stopping power on offer. It's strong, immediate and available with surprisingly little effort.

The master cylinders and levers are also built and developed by WP in-house, and rather than offering four, five or six clicks of reach adjustment, the range is almost stepless, making it easier to find the perfect setting, particularly for riders with smaller hands – that’s me by the way! For a first attempt, WP has done a very impressive job.

Verdict

The 790 Duke has always been one of the most entertaining motorcycles in the middleweight naked class – that hasn't changed. What has changed is the level of refinement KTM has wrapped around that core character. The new bike still feels mischievous, still loves corners, and still eggs you on to ride harder than you probably intended when you left the house.

But it's also a little more mature than before, thanks to the suspension, brakes, and ergonomics coming together as a more complete and harmonious package. The electronics are easier to use, and even the engine feels more willing to cooperate when the ride slows down.

Crucially, none of those improvements dilute what made the 790 Duke appealing in the first place.

It remains one of the sharpest handling bikes in the class, only now it's a touch easier to live with when you're not trying to set PBs between roundabouts. To sum it up, it’s still the naughty school kid in the sub-800cc naked class, only now it has slightly better table manners.

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