KTM 990 RC R Review: New Street-Legal Supersport Machine

With the new KTM 990 RC R, the Mattighofen workshop delivers the bike many KTM fans have been waiting for: a true street-legal supersport that reeks of the racetrack yet is practical for everyday use. It bridges the gap between the smaller RC lineup and the uncompromising, track-only RC 8C, and is the result of intensive development directly informed by insights from MotoGP, Moto2, and Moto3.

The 990 RC R will be produced from October 2025 and initially available in Europe, with a track-only version following in spring 2026. It aims to elevate the brand's READY TO RACE DNA to a new, everyday level with a blend of refined engineering, precise handling, and impressive electronics.

The heart of the 990 RC R is the well-known LC8c parallel-twin, delivering 947 cc in this configuration. This engine is already familiar from the Duke 990. With a peak output of 130 HP at 9,500 RPM and 103 Nm of torque at 6,750 RPM, the engine promises exactly the blend of rev-happiness and punch one expects from a mid-range racer.

The engine weighs just 57.2 kilograms and is fully EURO5+ compliant. A new airbox, integrated directly into the aluminum subframe, along with side-positioned intake channels, ensures even more immediate throttle response. The newly developed stainless steel exhaust not only contributes to centralized mass distribution but also features three lambda sensors for particularly precise fuel injection control.

Even in everyday use, the twin proves to be remarkably economical: it has a standard fuel consumption of 4.7 liters per 100 kilometers and CO₂ emissions of 110 grams per kilometer. Additionally, it boasts a notable maintenance interval, with valve clearance checks required only every 30,000 kilometers. This underscores the bike's practicality as well as its technical maturity.

In the cockpit sits a new 8.8-inch TFT display, designed to set new standards in sharpness, color brilliance, and response speed. It's protected against reflections, fingerprints, and glare, and can be operated via touch or new, haptically optimized handlebar switches with a 5-way joystick. The widescreen format is particularly striking, reminiscent of a cinema screen.

The menu navigation has been completely revamped, allowing for personalized display customization, including split-screen mode or a favorites view. Riders can freely choose which information they want to see simultaneously, from telemetry to navigation.

Standard driving modes include Rain, Street, Sport, and Custom, with an optional Track mode offering two additional fully programmable setups. For those looking for more, the electronics can be enhanced with two packages: The Track Pack includes features like Launch Control, Anti-Wheelie, Lap Timer, telemetry, and finely adjustable throttle response. The Tech Pack encompasses all Track functions and adds Quickshifter+, Motor Slip Regulation, cruise control, and an adaptive brake light.

To allow every rider to test their preferred combination, KTM ships all 990 RC R models in what they call Demo Mode. For the first 1,500 kilometers, the full range of features is available without any restrictions.

The cornering ABS has also been further developed and now offers four modes: Street for maximum safety in everyday use, Sport for sportier deceleration with slight rear lift, Supermoto+ for controlled drifts with reduced ABS intervention on the rear wheel, and Supermoto for total self-control without electronic limitation.

A six-axis sensor package constantly monitors the bike's position, while the connectivity features of the KTMConnect system enable navigation, music control, and telemetry. A tire pressure monitoring system with a track option, heated grips, coming-home light, and new offline navigation complete the electronics package.

The chassis of the 990 RC R is based on a chrome-molybdenum steel frame, with the engine acting as a stressed member. The result is a stiff yet sensitive chassis with a weight distribution of 52.5 to 47.5 percent. A 33 mm offset and a steering angle of 25 degrees ensure neutral, stable turn-in behavior and high agility.

The newly developed aluminum subframe is a real highlight: it's produced using a die-casting process, saving around 400 grams compared to the 990 Duke and integrating the air channels directly into the structure. The swingarm has also been newly designed specifically for the RC R. It combines targeted flexibility with stability and, for the first time in an LC8c model, features an upper linkage, a clear indication of the concept's racing orientation.

In practice, the ergonomics are sporty yet not uncomfortable. The seat height is 845 mm, and the footpegs are adjustable in two positions - Street and Track, allowing them to be moved 25 mm rearward and 17 mm upward. This enables either a relaxed or aggressive front-wheel-oriented posture. The tank holds 15.7 liters and is shaped to provide six defined contact points for perfect grip during braking, acceleration, and cornering. The slim fairing and precisely contoured seat offer ample freedom of movement without sacrificing comfort.

As usual, KTM relies on WP Suspension for its damping technology. The 990 RC R is equipped with a fully adjustable WP APEX Open Cartridge fork with a 48 mm diameter, offering 147 mm of travel and allowing fine adjustment of both rebound and compression damping. The rear shock operates with gas assistance, provides 134 mm of travel, and allows separate adjustment of high and low-speed compression as well as rebound damping.

For those seeking even more precision, the RC R can be upgraded with optional WP APEX PRO components. The 8500 Cartridge and 8750 shock absorber were developed in close collaboration with the MotoGP team and make a visual statement as well. Featuring closed-cartridge technology, hydraulic preload adjustment, length adjustment, and optimized feedback, they bring racing technology to the street, fully homologated and suitable for everyday use.

When it comes to braking, KTM makes no compromises. The 990 RC R is equipped with new Brembo HyPure four-piston monoblock calipers that grip dual 320 mm discs. At the rear, a single-piston caliper works on a 240 mm disc. The system is controlled by the Brembo MCS master cylinder PR16/19-21, allowing the rider to adjust the brake lever ratio in three stages. All components are black anodized, with machined Brembo logos glowing in red to highlight the system's premium look.

Visually, the 990 RC R is an homage to the MotoGP bikes from Mattighofen. The aggressively styled fairing with its clearly defined lines was developed in a wind tunnel, providing not only stability but also measurable downforce: 13 kg at 239 km/h and over 14 kg at 252 km/h.

The LED headlight with integrated daytime running light provides an impressive range of up to 200 meters, while the compact indicators are directly integrated into the mirrors. The RC R comes standard with Michelin Power Cup 2 tires, optimized for both road and track. The 17-inch wheels are from the Super Duke R and are particularly lightweight, further reducing unsprung mass.

The motorcycle is designed as a two-seater, with a cover for the pillion seat available through the PowerParts program. Speaking of which, over 100 specific PowerParts are available, ranging from Akrapovič slip-on exhausts and tinted screens to suspension upgrades and racing accessories.

KTM offers a four-year premium manufacturer warranty on the 990 RC R, provided all services are carried out by authorized dealers, a strong signal of confidence in their own technology.

Even on first sitting, the narrow build is noticeable despite the nearly 1000cc engine. Thanks to the slim two-cylinder design, the overall width of the bike is kept compact. This results in a very tight knee grip, which, combined with good upper body positioning, offers favorable ergonomics. The knee angle remains comfortable even for taller riders, making it easy to cover longer distances on the road. The adjustability of the footpegs is a definite plus here. With good wind protection, you feel well-supported even at higher speeds. Particularly pleasing on the road was the 8.8-inch, cinema-format widescreen display. KTM has elegantly achieved a lot of display information with minimal height that would otherwise clutter the front. The split-screen capability allows the display to show navigation alongside all relevant riding data without appearing cluttered. The navigation system, which functions offline thanks to integrated GPS technology, is another bonus for road use. Without needing a phone connection, it clearly shows the route with remaining travel time and distance. Given how we all know the hassle of navigating through menus, there's another unique highlight herea touchscreen! You can directly tap the icons you want to select, and it admittedly works very well without gloves. The quickshifter, although available only as an accessory, also provides excellent shifting functionality.

The engine also performs well on the road. The two cylinders propel the bike forward noticeably from as low as 3,000 RPM, continuing up to the rev limiter at around 10,000 RPM. Achieving this under Euro5+ regulations hasn't been easy. Power is available as early as 2,000 RPM without significant chain lash. The level of vibration is typical for a twin-cylinder bikenoticeable but not disturbing. Despite current emission standards, the sound really packs a punch, roaring towards the next corner with a deep growl.

The rider aids do their job well and have little to interfere with the refined engine. However, they step in as soon as excess power is detected, without causing any disturbances. When the intervention level is reduced, the rider has full control and can accelerate confidently even at deep lean angles. The multi-stage switchable ABS (up to the front wheel) adds plenty of fun when sliding into corners. The new Supermoto+ mode helps to catch a "too sideways" situation.

The handling of the chassis can be described as very stable. While it may not dive into corners effortlessly, it makes up for it with extreme feedback. Even on uneven roads, you're always aware of the front tire's limits, which instills a lot of confidence right from the start. The suspension is sporty yet not overly uncomfortable, contributing to the overall stable impression.

Despite the quality Brembo brake components, more hand effort is needed for deceleration. Since emergency braking has long been less likely to result in crashes thanks to ABS, a bit more bite from the brakes would be welcome here.

With its well-executed ergonomics, stable base design, and broad powerband, the new RCR 990 is excellently suited for the road. But how does it perform on the track?

Here, too, the rider benefits from the excellent ergonomics. With the vehicle's increased overall length, including a longer seat-to-handlebar distance, even taller riders are accommodated comfortably. You can effectively input steering impulses into the handlebars without having to reach over the clip-ons. In an aerodynamically optimized position on the straight, you can position your elbow above your knee on the tank to minimize air resistance. The raised bubble screen also provides good head protection, preventing wind buffeting. Even with more hanging off, everything can be executed without significant effort.

The engine impresses even on the track with its strong mid-range and freely revving character. Although the bike doesn't feel overpowered, the 990 accelerates briskly. This might actually help many riders in the pursuit of fast lap times. Additionally, the power can be easily managed thanks to well-calibrated throttle parameters.

It's the high stability that truly makes the new KTM a track beast. The feedback already noted on the road translates into clear feedback on the track, allowing you to confidently push close to the limit. Even when exceeding the front tire's limits, I was able to recover the bike with slight knee support. This is partly thanks to the Michelin Power Slick 2 tires, which share the same construction as the Power Cup 2 that comes with the bike, just without the tread. However, without proper geometry, such handling characteristics can't be managed by tires alone.

The electronics perform well even in high-performance scenarios, providing effective rider aids that can be conveniently adjusted via dedicated switches on the left side while riding. The large display is not as beneficial here as on the road, since attention is more focused on the next corner, and only a few parameters are truly relevant. The engine braking effect, however, cannot be adjusted. Adjusting the traction control is only possible through the purchase of additional equipment packages. Despite the integrated GPS module, it cannot be utilized for the lap timer, requiring the rider to manually trigger the start/finish with a button. This is a pity, as the electronics already have the necessary hardware integrated, meaning an external device is needed for automated lap timing.

The brakes also prove to be potent on the track but lack bite. The pressure point and modulation are good, but more hand effort is required. Switching to different brake pads could improve this.