If you thought that the Ducati Panigale V2 and Yamaha R9 would sit alone as the newest additions to the production supersport category, KTM just proved you wrong.
Announced more than a year ago, the KTM 990 RC R should be entering production right about now, and will be available at dealerships within the next few months here in the United States at an MSRP of $13,949.
This fits in the genre of “comfortable sport bike”, but the ergonomics appear relaxed only in comparison to hardcore machines, like a Yamaha R6, as it looks. This is primarily a street bike, but designed to perform on the racetrack as well.
Here is a press release from KTM with more details:
Itchy throttle hands can lose the anxiety. The 2026 KTM 990 RC R is coming closer. KTM’s principal Supersport orientated motorcycle is ready to widen the thrills of the street and narrow the margins for lap-times for track days and races.
The KTM 990 RC R is a high-spec and refined ‘RC’ temptation for riders that like to quicken the pulse but is also engineered with the ergonomics for day-to-day use and offers the best of both domains. The model is the elevated base of the new KTM 990 RC R ‘platform’ that will reset the perception of performance, style and fun in the next generation Supersport segment.
The KTM 990 RC R is the natural extension of the KTM RC line-up and has been years in the making with a wealth of data garnered by KTM’s Research and Development as well as aerodynamic data from their Motorsport program. Fabricated and assembled in Austria, the bike has a purpose-built steel chassis (and diecast aluminum subframe) with primed front end feel and stiffness that is felt under acceleration for assuring stability but is still honed for agility. The 57kg EURO5+ ready LC8c engine cranks out 103 Nm torque and 130 PS to get away from any traffic light like it was the front row of the grid.
Sporting DNA is immediately transparent through the aesthetic of the KTM 990 RC R with the wind-tunneled aerodynamics, 320 mm Brembo 4-piston caliper HyPure brakes, attuned bodywork, WP APEX suspension and 8,8” TFT dash that reveals the Ride Modes: RAIN, STREET, SPORT, and CUSTOM. Optional Ride Modes include TRACK and two more CUSTOM Modes and telemetry such as lean angle and throttle opening rates for acceleration as well as the advanced four standard ABS Modes: STREET, SPORT, SUPERMOTO+ and SUPERMOTO ABS.
The specs of the KTM 990 RC R are a clear indication of the racing genesis of the project but KTM’s goal is to offer an effective and appealing motorcycle for riders that want to turn heads on street corners. This is evident through the riding position that is READY TO RACE but dialed for longer time at the grips. The six-point ergonomics contact patch gives comfy support for knees, arms and hands and adjustable footrests will accommodate taller or shorter users. Weight has been trimmed where possible and practicality augmented by details such as the hefty 16 L fuel tank that should provide a good range.
The KTM 990 RC R will be coming off production lines in October 2025 and soon after the slipstream begins from authorized KTM dealers.
Riaan Neveling, MANAGER KTM GLOBAL MARKETING: “At KTM we like the fast-paced life and the KTM 990 RC R is a bike that we’ve been impatient to show for some time now. Why? Through all our model segments and strong technology, we know we’ve been missing that motorcycle that gets a certain type of rider excited. We kick ass when it comes to Naked bikes, Adventure bikes and, of course, Offroad, among others but this is the expression we’ve wanted to deliver for some time. It’s our link to all the efforts to the RED BULL KTM FACTORY RACING MotoGP project and our outlet for the sea of information and data that has come the way of our Mattighofen R&D experts.”
The KTM 990 RC R’s journey to realization has been charted from discussions to design to delivery in a special video series that can be seen HERE.
Riders, racers and authentic performance-seekers can choose between orange and black 2026 KTM 990 RC R versions.
KTM has always stayed true to its READY TO RACE core, and the dedicated track rider is no exception. Arriving in early February 2026, the KTM 990 RC R TRACK is set to make its debut – a pure, track-only machine engineered to deliver performance straight from the Mattighofen production line. Available to order through authorized KTM dealers, the KTM 990 RC R TRACK is far more than a street bike conversion. Stripped of unnecessary components and fitted with essentials for serious track use – including a reduced dashboard, dedicated electronics, removed ABS modulator, direct brake lines, a track-optimized gearbox, and more – it’s built to bring riders closer to the apex from day one. Full technical details of this new model will be revealed in early February 2026.
In addition, KTM is set to launch the KTM 990 RC R CUP in Europe during spring 2026. Designed for riders looking to progress beyond standard track days, the KTM 990 RC R CUP offers an accessible entry point into racing without the pressure of competing against seasoned professionals. To further elevate the experience, professional KTM riders will be present at each round, sharing insights and mentoring participants to sharpen their skills on track. The KTM 990 RC R CUP will be open to both the street-homologated version and the dedicated KTM 990 RC R TRACK model. For more info about the CUP go to KTM.com.
“comfortable sport bike”
I nearly spike out my coffee at this quote.
I find sport bikes to be more comfortable than cruisers, from a riding position perspective. The seat on this looks like a thick layer of matte black paint, though.
Cruiser: all your weight on your butt / back
Sportbike: weight divided between shoulders / wrists, legs / heels, and butt / back
The lack of control feeling is also not a very comfortable aspect of the cruiser form.
For decades I have been fascinated by this sort of thinking among the street bike types. Younger guys ride sport bike then they get “older”, often in their thirties, and switch to cruisers. Like there is no alternative. Before they destroyed sport bike sales by destroying road racing in 2002 many manufactures had “comfortable sport bike” options. The were typically cheaper and had the last engine that wasn’t hyper focused on top end power. For a while a lot of my friends had whatever Yamaha called theirs. They were almost KLR650 popular.
Which brings me to the elephant in the room. ADV bikes have been all the rage for a little while now. Why do you suppose that is? Sport bikes place the rider in a good position to deal with the wind at high speed. This has drawbacks if you aren’t spending as much time over 90mph as possible. Cruisers are fashion based and place the rider in some sort of position made to resemble comfort. Of course the real attention seekers will put ape hangers on theirs. If you are among a crowd for people who are all making a lot of noise you put your hands in the air to single yourself out. In the end they are striking a pose. A pose is generally not a comfortable position or you wouldn’t have to “strike” it. So there is this ADV thing. They have dirt bikes ergos. Dirt bikes has ergos similar to those of a Dutch bicycle. The Dutch ride a lot of bicycle. So their bikes are made for all day comfort and ease of control. And if you are going to ride an enduro or a Paris Dakar type event. Well, you pretty much end up with ergos that aren’t too far off those of a Dutch bicycle.
In sort, the sort of ergos that the street bike guys somehow overlook when they are talking about comfort. You know, because dirt bikers are always dirty and sweaty and nobody likes to think about them. So they talk about ergos that provide discomfort like they are all that is available. Because who wants to ride around looking like a dirty sweaty guy?
Kind of an odd bunch from where I sit. “I might not be comfortable. But at least I don’t look like some dirty smelly dirt biker.”
Don’t get me started on how utilitarian features somehow became unfashionable for pickup trucks. It could get really ugly really fast.
Sometimes Mick, your ideas are tangential to reality, and thank you for sharing them. They provoke many thoughtful responses. Here is an off the cuff one.
Crotch rocketeers seldom switch to cruisers at any age or physical limitations. From the beginning either one is a wannabe racer, or a tough guy / conspicuous consumer.
If their backs and eyes ache too much the alternative is either a traditional bike or adv bike, both having sensible ergos. There are plenty of choices that have some pezaz, Triumph classics come to mind. Some adv bikes have a limited off pavement ability, which should appeal to a crotch rocketeers sense of excitement in discovery, (what’s down that dirt road ?).
I am quite certain Dutch bicycles are no different than any other countries, that ANYBODY has visited. I do ride a feet forward design which could be considered different. Bad knees, and it works great.
Where do you come up with the idea that bike choices can be based on not wanted to emulate ‘dirty sweaty guys’?
Have you ever seen happier motorcyclist than ON ANY SUNDAY and that was my time, my place and I’m still giggling.
“I am quite certain Dutch bicycles are no different than any other countries, that ANYBODY has visited.”
They are a little different in the Benelux markets than most other places. It is obvious in their designs that they are not built for speed but short-distance comfort and utility. They sit bolt upright, they’re not very light or efficient (compared to any sporting bike).
I like to tell people that the difference between the way Europeans consider bicycle transport and the way Americans consider it is, the European sees the bicycle as being much faster and more convenient than walking, the American sees it as much slower and less convenient than driving (walking is not considered). Because of this, electric bikes went bananas in these Euro markets first, at least 10 years before they started to catch on here in the US.
“Don’t get me started on how utilitarian features somehow became unfashionable for pickup trucks.”
My take on everything that’s happened in the American automotive market:
“Trucks became fashionable.”
I don’t always agree with you Mick, but I’m in full agreement on you on this one.
As to pickup trucks, I’m wondering why so many full size pickups today need to have hoods and bed rails that are as high as my shoulders? (I’m 6’2″). Older fullsize pickups, even the 4×4 ones, even the heavy duty ones, weren’t quite so tall.
American pickup truck design, and human type males, are dominated by macho imagery, and what I call the ‘hey look at me’ syndrome. Huge front grills, tall trucks (even 2 wheel drive), chubby tires, giant exhaust tips, fake nuts hung from trailer hitches, parking right next to the smallest car at Walmart, on and on and on. What we have here are dudes with an internal sense of inadequacy. Was it because of not measuring up to a 1964 James Bond image ? I dono.
Now the vehicle manufacturers know this ( Ford spent several million dollars researching Mustang exhaust sound to best appeal to different age group young males), so image up yon pickup.
About male ear rings, lobe studs, Yakate yak tattoos, ‘I am a dragon’ vape smoke.
Some where in this country there are clean cut young serviceman, not draft dodgers, respecting the bodies their parents gave them, and standing up straight. Hope they are not driving Yugos’.
Gotta say this – that is all.
I had an Orange desert sled for 30 years. Reliable as rocks because it was Orange.
Good move KTM.
It’s not April first. So looks like KTM is really going make an RC that is going to be easy to obtain. I keep expecting to see a catch. The power numbers are about 76 and 128 for those in to red blooded murican power numbers. I was interested to see what the 990 something Ducatis make for power back in the early 2000s. They were 122 to 123. It wasn’t until the 2007 1098 that the power went up to 160, 180 for the R model. The Kramer 890S is listed at 130 and while it does have less displacement it’s also not street legal. For comparison, the 2022 Panigale V2 was 955cc and 155hp. I don’t know what it is about these parallel twins. But they just don’t make the kind of power that the V-twins do.
They didn’t say what this bike weighs. But I’m sure that it is a great deal more than the 306 pound Kramer. I’m interested to see what the RC R TRACK weighs when it comes out.
The current Panigale V2 makes a claimed 120hp and 69 Ft/Lbs from 890cc.Both figures are well below the new KTM.
I kind of wonder about that. I get the whole new “standard water cooled V-twin” engine for everything so equipped idea. I just think that it kind of cheapens the Panigale brand to put the standard engine in one. An SS? Sure! But the Panigale is the successor to the number bikes that didn’t have a name. They were always a bit more expensive and had unique engines with a higher state of tune. The engines themselves occasionally have their own names. With this move I feel Ducati is abandoning the V-twin fans. Now if you buy the top shelf Ducati V-twin you get maybe 5 more horsepower than some of the other models. No dry clutch, no Desmo, nothing. Ducati sells V4s now. Whiney ones. Get with the program. By all reports it is a pretty nice engine. But putting it in a Panigale is abandoning a legacy.
Desmo valves made a lot of sense back when valve float was an issue. Valve spring technology has advanced to the point where valve float below 15,000 rpm isn’t an issue. So where does that leave desmotronic valve actuation? In the dust bin of history (for the most part…their MX bike keeps desmo valves for its weight advantage). As an owner of an ST2 I can tell you that valve checks and adjustments are a pain in the ass. Luckily, I can do the work myself. Many owners of desmo valved engines abandon their machines when the cost of service (around $3,000 in my area) exceeds the market value of the bike. Ducati recognized this issue themselves and abandoned their own legacy when cost of ownership became the number one reason they were losing market share. Since they have gone to spring actuated valves their year-over-year sales continue to grow. Abandoning legacy for the sake of legacy changed the future of the company for the better.
Desmo valve trains allow for more abrupt cam profiles and they save a little power. All that is making less sense now that the horsepower problem has more or less been solved. The new V2 engine is Ducati making a more Japanese engine that is less maintenance intensive. The power it makes is probably market research driven. They have probably finally found that chasing every last horsepower doesn’t make a better engine for the way that people actually use a street bike engine. I choose to stick with the air cooled two valve Ducati for street use. I find that too much power ruins the street bike riding experience. The air cooled Ducati is an outstanding street bike engine. I have had a Multistrada for my two up bike since 2004 both here and when I lived in Europe. A couple years ago I replaced my 2004 1000 with a low mile 2008 1100 S model. I had heard that Ducati had refined the engine a bit and I wanted the Ohlins suspension.
Be careful what you wish for. The 1100 is what a lot of people would call more refined. It will run clean down to around 3000rpm, unlike the 1000 than prefered a floor of about 4000rpm. The flip side is that the 1000 was very happy at 4000rpm. So you rode it there all the time. That was fine because 4000 is also where the engine became tenacious. So it was ready to rip at a moments notice. The 1100 on the other hand rather not sit at 4000 all day. It kind of wants you to grab a gear. The overall result is an engine that isn’t always ready to party because you did grab that gear. If I ever get really ambitious, I might swap a set of 2004 1000 cams into the 1100. But I fear that I might find that some balance trick that makes the 1100 happy at lower RPM also make it a bit rougher at 4000rpm than the 1000 is.
On the V4. I rescued the neighbor the other day. He called from a nearby gas station where he just filled up his V4 Multistrada only to find that his gas tank had a leak. It turns out that the fuel pump gasket was bad. I siphoned most of the gas out of his bike and it stopped leaking. I followed him home. His bike was still under warranty. But they told him he was down for two weeks. I had neck surgery in June and have since been forbidden do things like ride motorcycles until just yesterday. So I told the neighbor he could ride my bike if he got the itch. His son came to town and wanted to thrash the neighbor’s pristine S2000 while he was here. So he grabbed our Multistrada, my other street bikes are in Minnesota, and his son and wife went chasing him in the S2000.
He came back happy as a clam. He loved everything about the old “obsolete” air cooled two valver. Particularly the noise that it makes, it has a Termignoni muffler, and it’s throttle response. The look on that guy’s face when he came back was all I needed to see. And that was before he started gushing about the immediacy of the throttle response. All hail the humble throttle cable! Don’t even think about trying to sell me on ride by wire. It’s a significant downgrade sold as an upgrade. They recently put it on the Yamaha 700. Now you seldom get more than 66% throttle on a bike that ran just fine with a real throttle. But now you get modes! Yeah, dumb, dumber, and dumbest.
Interesting read, and satisfying real world feed back at the same time.
I believe another reason/benefit Ducati omitted desmo for on the new V2 engine is the application of variable valve timing, which is something our little moto engines, with their incredibly wide rev ranges have been sorely missing.
While the last of the top-end Ducati V-twins made very high peak HP figures it was widely agreed that they lost the “V-twin goodness” in the pursuit and became peaky, harder to use engines for the street. The V4 fixed some of that, the lower powered new V2 fixes it too. I kind of agree on the Panigale brand dilution though I also see it from Ducati’s perspective. The new Panigale V2 effectively replaces the Super Sport. I guess we need to think of it more like a V6 Mustang – a very good sports car in it’s own right, overshadowed by the aspiration of the V8 powered GT.
Very well written, and in the real world of transportation,smooth torque is easier to live with longer. Works fine lasts, a long time.