It’s hard to recall the exact moment when it happened, but somewhere between burning knee pucks through Chuckwalla Valley Raceway’s 70 mph bowl turn, with Senior Editor Adam Waheed flanking me, and exiting Turn 16 in a crossed-up wheelie, disbelief set in that these are the same motorcycles on the same tires we’d used to cover hundreds of miles on the street riding from the Cycle World office to the racetrack the day before. Long hours in relative comfort, countless black lines painted on winding back roads, endless entertainment, and an average of 37 mpg between the two are a testament to the Triumph Street Triple RS’s and KTM 890 Duke R’s balance of performance, fun, and practicality.
Outright performance and practicality are cool, but, like you, we’re mostly here for the good times. And we get a lot of that, thanks to the broad aim of both these bikes. Their design philosophies hearken back to the fabled Universal Japanese Motorcycle, except they come equipped with advanced rider-aid electronics, relentless engine performance, top-shelf components from excellent suppliers, and some of the most impressive production tire technology ever offered.
But what’s particularly interesting here is that these two machines conquer similar goals in very different ways.
The 2020 Triumph Street Triple RS and multitime Cycle World Ten Best Bikes Middleweight Streetbike features a rev-happy yet flexible 765cc inline-triple at its core and is one of the most polished sporty naked bikes on the market. This British-designed machine was excellent right out of the gate at its 2017 introduction, and has been reworked and refined since. It most recently received electronic upgrades and engine improvements said to increase power output while meeting tighter Euro 5 emissions standards. It’s been the class benchmark for being swift, comfortable, and smooth. It’s the epitome of the modern sporty middleweight standard.
Austria isn’t exactly close to England, and neither is KTM’s approach to the segment. Not long after introducing the 790 Duke, the Orange Brigade unveiled the 2020 890 Duke R, with a larger displacement, more powerful 889cc parallel twin, increased adjustability of its WP Apex suspension bits, and racier ergonomics. It’s built to be raw and edgy, with a focus on sporting characteristics. This is KTM’s effort to take hold of the class.
And while we know that most owners use these motorcycles as transportation and for weekend-warrior canyon ripping and tearing, it’s hard to argue against their racetrack prowess. Each bike is built with trickle-down technology from its respective manufacturer’s flagship models and racing efforts. Take note that both KTM and Triumph display hardcore track-riding shots on their websites. We didn’t need much more prompting than that, so after covering a mix of mountain roads, highway slogs, stop-and-go traffic, and photo passes, we cut the KTM 890 Duke R and Triumph Street Triple RS loose at the race circuit.
Chuckwalla Valley Raceway’s 17-turn, 2.68-mile layout nestled in the desert of Southern California is a worthy proving ground to hammer on these middleweight machines, offering a blend of elevation changes, medium-length straightaways, fast sweeping corners, and tire-scorching acceleration zones. It’s the perfect place to test their sporting intent. Note that lap times weren’t recorded because of routine track maintenance in several corners, which created unpredictable conditions, but we utilized our VBox datalogger to target key corners and acceleration zones for objective comparison. These bikes aren’t so much about lap times as they are for having fast fun, though we did a full complement of instrumented acceleration and brake testing at our private facility, followed by full weights and measures, plus runs on Cycle World’s in-house Dynojet 250i dynamometer.
Interpreting dyno charts clearly shows the result of a 124cc displacement difference between the inline-triple and parallel-twin engines used here, as well as highlighting the way their respective designs influence how they make power.
This is a classic twin-versus-multi contest. In the three-cylinder Triumph, the broader distribution of engine-component mass in using a greater number of pistons and valves means its individual parts can be lighter than in a twin, and therefore easier to control at higher rpm. This means the Triumph’s inline-triple can utilize higher rpm to produce more power, despite its displacement disadvantage. How much more power? The Triumph belts out 115.2 hp at 11,800 rpm, and 56.2 pound-feet of torque at 9,200 rpm. Even though the Triumph torque curve is incredibly broad and flat, to take advantage of its available rpm, you have to keep the engine singing and make use of its 2,000-rpm-higher redline to really get that peak power to work for you. But for the same reason, it means gear selection is more critical than it is on the Duke. Get your shifts right on the Street Triple, and when the KTM is signing off near 10,000 rpm, the Triumph just keeps pulling, an advantage reflected in top speeds at the racetrack.
The KTM uses its displacement advantage to get more horsepower and torque than the Triumph until that 10,000 rpm mark, with a lot more usable power from just 4,000 rpm. That means the Duke will accelerate harder exiting slow-speed corners, over a wider range of gear selection. Peak power is lower—106.1 hp at 9,400 rpm—while its 63 pound-feet of torque at 8,400 is higher than that of the Triumph, and it makes more torque across the rev range.
This power character difference is obvious on tarmac too. You can feel the beast within the 890 Duke R. Rolling on the KTM’s throttle unleashes immediate acceleration at any rpm, and is aided by a precise and easily adjustable race-grade electronics package. The Duke just pulls harder out of slow corners and lofts its front wheel skyward with ease. Yes! Its edgy design intent is clear, and KTM’s unruly motard heritage drips from the 890′s personality, but without losing a gentle touch at initial delivery. The combination of more ample torque makes gear selection less critical, which lends a hand on unfamiliar roads and quickly makes up for tentative cornering by the rider. The KTM’s anywhere, anytime power delivery makes it addicting.
The Triumph’s strong contrast is how very not rough-and-tumble it is. The triple-cylinder powerplant has a torquey nature and spits a mean-sounding snarl from the exhaust, with a predictable and polished delivery when in the meat of the power. But truly laying the Street Triple’s power to the ground means maintaining momentum and nailing shift points to take advantage of its extra rpm. Miss your gear selection, and rpm drops out of the sweet spot, making you a sitting duck to the KTM in hard acceleration zones. The Triumph also gives up a bit on corner exits due to its borderline-dated-feeling traction-control system that intrudes more than today’s best TC, and gives the throttle a bit of numb feeling when you want the most feedback. But get it right, and you’ll be rewarded with wicked top-end power. In fact, the Triumph’s speed advantage is reflected in our data, reaching speeds as much as 5 mph faster than the Duke on a full-stick pass of Chuckwalla’s medium-length front straightaway. Give it more room to run at a track with longer straightaways, and that disparity will grow in favor of the Street Triple.
Even with the numbish TC working, it’s still a pleasure to rev out the Triumph and feel its clear top-end advantage. Unfortunately, that feeling of getting ahead is short-lived because the KTM’s wicked front-end feel and visceral handling quickly make up for lost ground between corner entry and apex. Thank also the Duke’s superb Brembo calipers and adjustable MCS master cylinder, which intimately communicate how much pressure is being applied at the discs, and how much stopping power is in reserve.
The KTM’s nimble chassis is something Waheed quickly pointed out as he returned from lapping the racetrack. “Railing turns is where the Duke is in its element,” he enthused. “Here, the chassis feels more agile and willing to change direction, which makes the Hinckley bike feel downright sluggish. Still, the chassis is looser and more active at any pace.” Smooth is fast on the KTM. Be gentle with your inputs, lighten the pressure on grips, and allow the bike to do the work for you, and the 890 rewards with corner-carving glory. Comparing cornering speeds is a telling clue; apex speeds at Turns 13 and 16 are 2 mph faster than the Triumph, according to testing data.
What the Street Triple provides is confidence-inspiring stability. Sure, it’s 6 pounds heavier with an empty fuel tank in comparison to the Duke, which means some extra effort is required to bank into the corner, but once settled, it boasts rock-solid composure and positively neutral handling. This stability means you have a chassis that entices the rider to push harder each lap, but draws the line when you’re hammering it, and just doesn’t cooperate to the same level as the KTM. The Triumph is a “flow” motorcycle on the track or winding road, responding to pinpoint-precise riding and momentum more than aggression.
Which has something to do with its braking performance too. While the Triumph is equipped with similar Brembo braking components and the same master cylinder, which is reflected in strong stopping numbers, it fails to provide the rider the same, much-needed feel through the lever when driving into the corner with grit.
Of course, ripping laps at the local trackday is one thing, but riding these motorcycles on open roads is something else. As we crested the meandering 74 highway through the mountains above Palm Springs, the Triumph showed its strength in precision and composure, while the silky power delivery of the triple makes for a Zen riding experience. The slick-shifting gearbox with its bidirectional quickshifter adds to that too.
In contrast to the Street Triple, the KTM is always on a razor’s edge. Its sharp handling and muscular engine personality are great and obviously performance-minded, but make its wild intentions known with a real liveliness.
Waheed sums it up best: “The Duke’s engine feels on the brink of exploding with power at any rpm. It builds power more violently compared to the Triumph’s smooth, calculated power, and proves more exhilarating running through its six-speed gearbox,” he explains. “Although the transmission is more prone to mis-shifts, the race-grade calibration of the electronics package—specifically the electronic quickshifter—gives the KTM the nod in the overall powertrain.”
And while we loved the KTM’s attack-style ergonomic position at the racetrack and haul-ass canyon runs, it’s a harsh, hunched position for the daily commute or long hours in the saddle. Contrary to the Duke, the Street Triple’s relaxed reach to the bar and relatively low and forward peg placement prove more comfortable for around-town use. Pair that with a plusher seat cushion, and the Triumph promotes all-day comfort as you burn through its larger 4.6-gallon fuel tank.
So, when you settle into your daily commute aboard the Triumph, you’re going to be relatively comfortable. And while we applaud the Street Triple’s full-color TFT dashboard for its easily distinguishable riding information, the accompanying menu navigation is trickier to use compared to the KTM’s more logical structure. Dashboard gripes aside, mate the relatively relaxed ergo package with its smooth-running engine and well-balanced suspension with small-bump compliance, and things will be mostly, and positively, uneventful.
But who can say no to a little fun on the way to the office? We both quickly selected the KTM’s Supermoto ABS function (disabling antilock at the rear wheel), then ripped skids for the kids and painted dark lines all the way to the Cycle World headquarters. As much fun as sliding to a stop was, we also looked forward to letting the parallel twin loose while leaving every stoplight. That’s not to say it’s all hooligan (maybe it’s just the chosen testers?)—the Duke has a gentle side to it too. Suspension easily absorbs imperfect tarmac, and it settles into a peaceful ride at highway speeds—if you can resist letting the bike’s animal nature run free. Sure, it can be raw and brutally performance-inspired, but also proves to be an overall well-balanced motorcycle for every type of riding.
The Triumph is here as a contender as it always has been, tried-and-true, and capable of a remarkable experience on two wheels. It’s a platform that has been well-polished through years of refinement, and reflects that with a solid chassis, tractable power delivery, and overall well-balanced performance. It might not be as rowdy or absolute performance-minded as the Duke, but if you’re looking for all-around performance and a dose of extra comfort, it would be hard to deny the Street Triple RS.
But KTM struck the balance when building the 890 Duke R of its unruly, motard history, and the civilized rideability that we expect of a motorcycle built in 2020. It blends the lines of raw instinct and everyday rideability, and makes for a helluva all-around motorcycle. The engaging experience of its beefy parallel-twin engine and visceral-handling chassis make this a rider’s motorcycle, while race-level electronics and relative comfort make the Duke a favorite around the office, and for a unique experience every time you ride it—even if it’s just to work.
So, what you have here are two middleweight naked machines that are well-versed in all areas, and truly a guarantee for a good time. There are motorcycles that will go faster and farther, or might offer more convenience, but how many of those could add exceptional entertainment value to day-to-day life, conquer the weekend excursions, and do more than just hold your own at a trackday? These are two prime examples, but our vote is for the KTM.
Hands up for a Middleweight Naked World Championship, where racers are required to ride to and from each race.