2026 KTM 990 RC R First Look

Meet the 2026 KTM 990 RC R, the Austrian brand’s entry into the evolving supersport category. The highly anticipated fully faired follow-up to the naked 990 Duke sportbike, KTM made its intention to build a road-legal race-replica clear with the 990 RC R prototype in late Spring 2024. However, financial issues and production stoppages have delayed the project until now — the 990 RC R is set to go into production starting this November, with arrival in dealers shortly after, according to KTM. With a fresh batch of KTM sportbikes ready to roll off the assembly line, the brand has also announced additional technical details and its $13,949 base price.

The KTM 990 RC R represents a return to the large fully faired street-legal segment, one that the brand has been absent from since the 1,195cc V-Twin-powered RC8 R was discontinued in 2015. During that time, KTM filled the supersport void by teaming up with Kramer Motorcycles to produce the limited-run and track-only RC 8C, which was based on the Kramer GP-2 890R and Kramer GP2-890RR platforms. At long last, we’re going to see fully faired KTMs on track again, and not just in MotoGP!

Powering the 990 RC R is the 947cc LC8c Parallel-twin engine, first offered in the 990 Duke. Mechanically, KTM literature cites that the two powerplants are identical, all the way down to the six-speed transmission that can be used with standard or GP shift pattern simply by inverting the shift linkage. The main differences come in the form of a model-specific ECU mapping, a new subframe-integrated airbox, and a compact stainless-steel exhaust system said to improve mass centralization — it features a total of three lambda sensors to refine fueling further (Euro5+ requires two lambda sensors).

Aiding riders is a bevy of six-axis IMU-supported electronics that begin with four standard ride modes: Rain, Street, Sport, and Custom. Standard rider aids include cornering ABS (four settings), lean-angle-sensitive traction control, and wheelie control. All those features are adjusted via a new backlit switchgear, used to explore the sizable 8.8-inch full-color touchscreen TFT display.

KTM has revamped its ABS strategy by offering four standard ABS settings: Street, Sport (new), Supermoto+ (new), and Supermoto. Street is the default road setting, while Sport is tuned for more aggressive riding by allowing greater rear wheel lift and maintaining cornering ABS functions. Supermoto+ is even less restrictive, turning off cornering and rear-wheel ABS completely, but includes a slide feature that allows riders to step the rear-end out 8 degrees off center. Meanwhile, Supermoto is the least restrictive among them, offering front-only ABS and leaving it all up to the rider’s skill in the rear.

Those who would like to adjust electronic settings deeper will need to purchase one of two accessory packages — the Track Pack or Tech Pack. The Track Pack includes: Track mode (racetrack-oriented dash layout), two additional custom modes, five-level wheelie control + off, throttle map adjustment, launch control, telemetry screen, and a lap timer. However, the comprehensive Tech Pack unlocks all the features in the Track Pack, while also adding conventional cruise control, a bi-directional quickshifter, and MSR (Motor Slip Regulation), which is essentially variable engine braking management.

KTM includes a Demo Mode with a 932-mile limit that allows owners to sample features before committing to them. Ultimately, we would prefer core electronic features to remain as standard and reflected in the final MSRP.

The chassis is updated compared to the 990 Duke, making use of the LC8c as a stressed member with a claimed wet weight of 430 pounds. Roughly the same ChroMoly tubular-steel frame returns, utilizing the same rake and slightly longer wheelbase measurements with the most notable change being mounting brackets for suspension linkage. A sportier, front-heavy 52.5%-47.5% weight bias helps the 990 RC R develop its own handling character with significant changes coming to the suspension.

Beginning up front, we have a new fully adjustable WP Apex open cartridge fork featuring 5.7 inches of travel and a model-specific 33mm offset that we’re told encourages greater agility. It also boasts a 30-click range of compression and rebound adjustment, along with 6 turns of spring preload, which is notable as WP does not typically offer that on its forks. The fully adjustable WP Apex shock with 5.2 inches of travel also signals higher performance-oriented chassis aspirations, as it connects to the updated frame and new, more flexible swingarm via linkage. A linkage has not been offered on any LC8c-powered model until now. The shock is suitable for high- and low-speed compression adjustment (3 turns; 30 clicks, respectively), 30 clicks for rebound, and preload. Taken together, the revised flex characteristics and linkage aim to strike a balance between feedback, grip, and sensitivity, without compromising ride quality on the road.

A freshly designed pressure die-cast aluminum subframe takes inspiration from the KTM’s MotoGP RC16 machine, saving nearly a pound in weight when compared to the 990 Duke. The brand endeavored to use as little bodywork as possible, which also houses the revised airbox featuring intakes on each side.

Superbike-grade premium Brembo HyPure calipers are hooked up to the span-and-ratio adjustable Brembo MCS master cylinder. Those 4-piston monoblocs clamp onto 320mm rotors. In the rear, a single-piston Brembo caliper and 240mm rotor round out the stopping power.

Turning our attention to the wheels, KTM has opted to use the same cast-aluminum 17-inch front wheel from the 1390 Super Duke R Evo, while the rear is inspired by what's found of the SDR Evo and adapted for use on a conventional swingarm motorcycle. Canyon and trackday-ready Michelin Power Cup 2 rubber is standard.

Many aspects of the 990 RC R consider both road and racetrack comfort. That strategy extends to ergonomics, starting with clip-on handlebars that feature a minor rise, which we hope will alleviate wrist pressure during street rides. The brand has also said that while the clip-ons are non-adjustable, they are positioned straighter akin to the Ducati Panigale V2, and should create a more spacious cockpit than competitors like the Suzuki GSX-R750. The forged aluminum rearsets offer low “Street” and high “Track” positions, wherein the more aggressive Track position moves the footrests nearly an inch back and over a half inch up.

According to KTM, the 4.14-gallon fuel tank is optimized for aggressive riding, ensuring it remains effective when hanging off, tucked in, or while braking and accelerating. The bodywork was developed with the assistance of KTM’s Motorsports Department, replete with MotoGP-inspired winglets and a rear air deflector said to enhance downforce, though no peak figures are cited at this time. Given the top speeds this motorcycle could potentially achieve, the aerodynamic advantages may not be as prevalent as they would be on a much faster liter-class superbike.

That’s not all, as KTM has also announced the KTM 990 RC R Track, explicitly designed for racetrack use. It also coincides with the announcement of the brand’s latest European spec racing series, the KTM 990 RC R Cup.

The 990 RC R Track is a track-converted version of the RC R, stripping away all street-legal niceties. To that end, a smaller dashboard, dedicated electronics, direct brake lines (no ABS), track-optimized gearbox, performance exhaust, race bodywork, and more all position it as a turn-key track-dedicated machine. KTM has not announced full technical details or pricing, but we’ll update the story accordingly.