KTM 890 Duke GP roadster/naked (2022-) review

The recipe’s a fairly simple one: KTM is reknown for its punchy, lightweight roadster Dukes with the middleweight, 790cc, 105bhp twin cylinder version first arriving in 2018 and instantly gaining a reputation for lary, thrilling fun. This was then joined by the larger, 113bhp 890 in 2019 which in turn was joined by 890 R with 119bhp, uprated suspension and more the following year. The GP edition of the standard 890 first arrived in 2022 with GP-derived livery including sponsor stickers for industry partners Motorex, Pankl and WP and a passenger seat cover. While for 2023, the GP lives on, with a new, more blue colourscheme and Akrapovic pipe while the base 890 has been deleted. If you like the style and extreme performance of the 890 Duke but can’t stretch the extra £1000 for the R, you won’t be disappointed.

There’s not much to the 890 Duke beyond an engine and two wheels – that’s at the crux of the bike’s whole appeal, after all – so what you see is what you get. And that’s a lightweight, compact, twin cylinder roadster with a traditional upright, slim riding position with a slightly sporting, aggressive cant. It’s comfortable enough for fun but it’s also focused and uncompromising; is so compact larger riders might find it cramped and there’s barely any concession for pillions. But as a single-minded ‘street scalpel’ – it’s brilliant.

‘Practicality’ is a word that doesn’t seem to compute for KTM, especially with its Duke roadsters. As a result, the 890 Duke GP, like the Duke 890 before it, is pretty much an extremely potent ‘fun’ bike for the street with few concessions to be capable of anything else. Yes, being light, nimble and upright means it’s good around town. And yes, too, there are few bikes more fun or capable – or quick – down a twisty B road on a sunny Sunday afternoon, but you’re kidding yourself if you think it’s able to do much else. Motorway cruising? With that cramped riding position and lack or weather protection? No thanks. Two-up touring? Not on your Nelly. Anything else you can think of? Same story. But what the Duke 890 GP is good at, is brilliant.

Considering the Duke 890 GP is not a sports bike and not a full-size litre bike, it’s a brilliant performer. Which is probably to be expected when you realise it was developed by former MotoGP rider Jeremy McWilliams. Its 889cc parallel-twin engine has DOHC with four valves per cylinder, and it is tuned to deliver a claimed 114 horsepower at the crank which is right up there with the very best in the class along with torque of 92 Nm. In addition, there’s a state-of-the-art electronics package that includes cornering ABS with Supermoto mode, lean-angle-sensitive Motorcycle Traction Control, and selectable ride modes (Sport, Street, and Rain). Brakes, meanwhile, are by top brand Brembo as usual, and combined with the bike’s overall light weight, offer phenomenal power and feel.

Partly thanks to McWilliams’ development contribution, the compact, lightweight 890 Duke GP is also one of the finest handling machines in its class. High quality, multi-adjustable WP APEX suspension at front and rear can’t really be faulted and gives a slick but firm connection with the road while agile and ultra-nimble yet precise handling comes courtesy of geometry developed specifically for sporty street riding. The result is a compact and well-balanced performance motorcycle made for riders who relish fast country roads.

The 890 Duke GP is one of those slightly oddball bikes that on one had is a fairly simple, lightweight, twin cylinder middleweight, and on the other is also a high-performing banshee of a motorcycle that is crying out to be thrashed – and often is. As a result, although the basic components don’t spell ‘high running costs’ the likely use of the resulting bike certainly does. Thankfully the initial purchase price isn’t too bad, currently around £10,700, pr about £500 more than the old 890 Duke. Insurance and road tax won’t be prohibitive either, but, depending how its ridden, a Duke 890 GP’s consumption of tyres, brake pads, chains, sprockets and more could be quite steep!

Going by our recent experience of KTMs, this can sometimes be quite mixed. We’ve heard plenty of sob stories about oil leaks, warped discs and more and our test example required some fettling to free off a seizing rear brake. That said, there are also plenty of cherished, well-maintained examples that have had no problems at all. If buying used, get an extended warranty if possible, quiz the owner thoroughly, check all recalls and remedies have been done and be prepared to walk away if in any doubt.

KTM’s standard manufacturer-backed warranty is essentially the same as most other bike brands in being a two-year, unlimited mileage affair covering all parts and labour. As for service intervals, after the usual, 600-mile break-in oil and filter change, standard services are due every 10,000miles with the more expensive valve check due every other service.

Although the 890 Duke GP is very much a ‘bare bones’ machine with little bodywork and few frills it certainly has quality equipment where it matters for performance. Its suspension and brakes are top quality. On the electronics front, it boasts one of the most advanced packages in the midrange sector, including not only four riding modes – Rain, Street, Sport and optional Track mode – but also cornering ABS and traction control, anti-wheelie and throttle control. There’s also a full colour TFT dash and LED lighting all-around.

If you’re after a middleweight naked roadster with performance right at the top of the class, or, conversely, a performance machine you can use to the full on the road, or simply a KTM MotoGP fan who wants a fun bike for the road, the KTM 890 Duke GP is for you. It might not be perfect, not suit all, have limited versatility and sometimes questionable reliability but it’s a fun, phenomenal performer, easy to ride and enjoy, great looking (in a lary, GP kind of way) and even pretty good value.