KTM 990 RC R review

The moment you swing a leg over the KTM 990 RC R, you know you’re in for something mischievous. It looks like it’s been airlifted straight off a racetrack, all sharp angles, MotoGP-style fairings, and race spec suspension and brakes.

But then you sit up, settle into the surprisingly roomy seat, and the bike whispers a very different promise: usable, grin-inducing, but easy to ride. It’s the sort of machine that makes your pulse race before you even hit the throttle. It appears intimidating, but it isn’t.

Throw a leg over the RC R’s lofty pillion perch and the first thing you notice is the 845mm flat seat—race-bike flat, but generous. The screen is tall enough to do its job, and the bars? Wide, open, inviting. Even the standard pegs get a choice: race or road, and in road mode they compound that sense of space nicely.

But let’s be honest: the star here is the touchscreen. All 8.8 inches of it. It’s a little fiddly with gloves on—sure—but you barely need it. KTM’s new switchgear is intuitive, letting you scroll, toggle, and tweak without wrestling a tablet. The display is crisp, customisable, and the sat-nav is built it and useful – no apps here.

Out of the box, there are four modes: Rain, Street, Sport, and Custom. Keep Demo Mode, and there’s Track plus two extra Customs. Switching between them is effortless—flick the right bar, paddle the left for traction control adjustments—and the RC R even remembers your last setting. So if you ditch anti-wheelie for reasons of pure childish glee, it’ll be ready and waiting the next morning.

The road ride

I stuck to the Street mode to start, leaving the Seville paddock behind for some proper mountain roads. Initial impressions? Smooth, clean fuelling at low revs, a slick quickshifter (optional) that works both up and down the range, and suspension that absorbs bumps without rattling your skeleton. Steering lock is slightly restricted—probably down to the stock damper—but otherwise it functions surprisingly well in town for a full-on sportbike. Oh, and it burbles nicely on the overrun.

Once out of the city, away from any lurking law enforcement, the RC R’s practical side shone. On fast A-roads at motorway speed, the screen and fairing deflect wind admirably, even upright. Tuck in, and the space is more than generous; optional cruise control helps if you want to cover miles in comfort. In the lower peg position, you could ride all day, effortlessly—something a ZX-6R or CBR600RR rider could only dream of. The only flaw? Mirrors are not the best at speed you can’t tell if it’s a police car or just a BMW with roof bars.

Flicking between Street and Sport is almost instantaneous, and the RC R’s midrange torque is its secret weapon. Maximum torque comes in early, around 6750rpm, delivering a punchy, usable surge far stronger than any inline-four 600. 

Open, fast corners with lean angle felt effortless. WP APEX suspension soaked up uneven tarmac with poise—plush, not soft, and far more civilized than the bike’s racebike image suggests. The chassis is tuned for the road, not just the paddock.

The longer I rode, the clearer it became: the 990 RC R isn’t a race bike shoehorned for road use. It’s a precise, rapid, focused road machine. Knee down, corner after corner, just grip and let it flow. Even aggressive riding left the suspension supportive and communicative, giving confidence to push harder than you might expect.

Steering is excellent—not surgically sharp, but relaxed, accurate, and confidence-inspiring. Brembo HyPure calipers and 320mm front discs are not as frightening as they look. Plenty of feedback to trail brake neatly to the apex. Impressive stoppers are backed up by four ABS modes: Street, Sport, Supermoto+, and Supermoto. Only the last two skip the cornering intervention.

By midday, I was running my own custom mode: Supermoto ABS, wheelie control off, traction fiddled with on the move. The RC R played along—popping wheelies, teasing with torque—but never felt uncontrolled. It’s not quite as mischievous as the naked 990 Duke—5mm longer wheelbase, 5kg heavier—but still pure KTM fun. Twist the LC8c, trust the rider aids, and enjoy.

After lunch, I mistakenly hunted down Spain’s bumpiest tarmac. The WP APEX suspension swallowed it like nothing. Even on unfamiliar, imperfect roads at pace, the KTM felt in its element. The riding position is commanding and comfortable with relentless, effortless torque. The RC R even handled a short motorway stint with composure (mirrors aside). Fuel economy varied from 55–60mpg down to sub-50 when ridden hard. Only lingering question: has KTM balanced road brilliance with track prowess?

The track ride

A full day on track answered that. Six 30-minute sessions in perfect conditions. Mirrors and number plates gone, Michelin Power Cup 2s swapped for slicks that needed no warmers and lasted all day. First laps on cold rubber so I started cautiously in Sport mode with Sport ABS—just a little safety net. But the RC R immediately proved forgiving. Torque everywhere, smooth and manageable, just like on the road.

Session two, into the optional Track mode. The throttle is sharper, more responsive, and the KTM surges across its glorious midrange. Lazy but fast, not a screaming supersport—but easier to ride fast.

By session three, WP APEX suspension tweaks were needed. Spring preload, rebound damping up front, more support on the rear shock. Footpegs stayed in road mode as ground clearance wasn’t an issue. With that sorted, the bike sharpened. Steering became eager, the chassis felt lighter, and the tightest section of track—max lean, apex to apex—was a joy. Not quite as light as a Ducati V2, but no matter: torque and usability won the day. Where I’d normally be in second, I could ride third and just enjoy the flow.

Impressive Brembo stoppers never faltered.  HyPure calipers, strong yet progressive, ABS unintrusive. Personally I’d like the ability to change the engine braking, for more support and control, but sadly, this can’t be done unless you fit the full race exhaust. 

Front-end feel was excellent but not perfect at the edge—likely due to trackday tyres plus relatively long geometry. Rear feedback was sublime. I could feel the 180-section tyre gradually giving up near the end of the day, adjusting traction control just to be on the safe side.

Fuel tank and seat design—with six contact points—kept me planted during extreme lean angles. Perfect for elbows scraping, cameras rolling, and maximum fun.

I’d like to try the KTM on full race slicks with warmers and be able to play with engine braking. But that’s nitpicking. The RC R works beautifully on road and track alike, a rare bike that delivers on both without compromise. It’s playful yet composed, rapid yet usable, and, a KTM which makes you smile.

Verdict 

KTM needed a statement, and the 990 RC R delivers. A middleweight sports bike that works brilliantly on both road and track is rare—but KTM has nailed it.

It looks like a pocket MotoGP machine, yet rides comfortably every day. Ergonomics are spot-on, the dash is top class, and the midrange torque is addictive. Mirrors are poor, engine braking light, but minor quibbles.

On track, it’s impressively easy to ride fast. Brembo HyPure brakes are excellent, chassis feedback sharp, and rider aids intuitive and customisable. The front-end feel is good, and the lazy twin won’t thrill like a screaming inline-four—but it’s still hugely effective.

Demo Mode is divisive, and the full electronics kit adds £896. Even so, with a four-year warranty and long service intervals, this is a versatile, exciting bike. KTM’s road-ready mini GP bike that can be tweaked for the track. Next up: Ducati and Yamaha.

Photography by Sebas Romero, Emanuel Tschann

KTM 990 RC R specs