2026 KTM 990 RC R Review – First Ride

Survival of the fittest

Change is slow in the fast-paced world of motorsports until it isn’t. One moment, the Supersport category is chockablock with high-strung 600cc Inline-Four-powered race replicas, and then bam! We’re staring down the latest additions to the Next Generation Supersport class, propelled by near-liter-class torque-rich Twin- and Triple-cylinder engines. The 2026 KTM 990 RC R is the newest contender in the evolving segment, further ushering in a sportbike era that balances the needs of the average road rider against podium-topping potential.

2026 KTM 990 RC R

To paraphrase Darwin: It isn’t the smartest or the strongest species that survives; it’s the one that best adapts to a changing environment. The supersport market is in the midst of a great shift, one in which savvy modern buyers are migrating toward more versatile machines than their ancestors. Singularly focused best describes the class historically, punctuated by peaky powerbands, uncompromising rider triangles, and chassis designed for the absolute limit when lapping the circuits they call their natural habitat. But placed in street settings, their compromises are painfully evident. Ever-increasing MSRPs and operating costs don’t help either. The Austrian firm’s 990 RC R ($13,949) joins the Ducati Panigale V2 ($15,995 base; $18,995 for V2 S) and the Yamaha YZF-R9 ($12,499) in working to remedy those one-dimensional experiences by offering better all-around real-world performance than the rev-happy I-4 machines of yore.

The fully faired 990 RC R comes to us by way of the sporty 990 Duke naked bike, beginning by borrowing its LC8c powerplant. Yet the RC R churns out a racier breed from its newly stiffened Duke-based steel frame, modified to accept suspension linkage, and adopts a more flexible swingarm to improve edge grip and feedback. R-model aspirations continue for this machine, offering premium bits like fully adjustable WP Apex suspension, Brembo HyPure calipers, and a visually striking 8.8-inch full-color touchscreen TFT display. Every conceivable electronic bell and whistle is on offer, alongside a spacious cockpit that proved to make two full days on the road and track in Seville, Spain, a bit of a breeze.

Powering the 990 RC R is the brand’s versatile but no less naughty 947cc liquid-cooled P-Twin engine that ekes out five additional supersport-minded ponies compared to the Duke, bringing its claimed figures up to 128 horsepower at 9,500 rpm while delivering an identical 76 lb-ft of torque at 6,750 rpm. The KTM has more puff and grunt than the Ducati and Yamaha by way of greater displacement, though the RC R takes it a few notches higher with a model-specific tune that allows its throttle bodies to open 100% — its nudist sibling maxes out at 75%. While the die-cast aluminum subframe-integrated airbox is the same, the subframe itself is not, and it has lost nearly a whole pound in weight. What impacts performance is a revised Euro 5+ exhaust system, which, with its 285-degree crank, spits a burly V-Twin-inspired tune that’s as sweet as the first cycle to the last.

Playful and punchy, the RC R packs a snotty wallop on the bottom end, feeding all its tractable power into impressive midrange that delivers a just-right hit of all-important acceleration. Those are traits that will leave any high-revving I-4 in the dust in more technical sections on the road or track, seeing as the P-Twin doesn’t need to live near the redline to hit max torque and easily leap off any apex. Running a gear or two tall into a corner isn’t reprimanded, with almost 1,000ccs worth of shove on hand, and it spools up predictably with a lovely snarling attitude. Chase it out past its peak ponies and it’ll start to flatten when approaching the 10k-ish redline before bouncing off the hard limiter.

In a straight drag race against a four-cylinder screamer, the Parallel-Twin might not match its top-end potency despite its displacement advantage. An Inline-4 typically gets going right around where a P-Twin signs off, since it achieves power via stratospheric revs. In fact, that observation can extend to most of the newly minted Next Gen contenders. A shouty I-4 engine ripping its way to 14k+ tickles me pink, though there’s no denying the RC R’s broader torque curve lets the speed come easier on the street or track. Conversely, it doesn’t have the intimidation factor of arm-socket-relocating superbikes either, or, say, the mighty 1390 Super Duke R Evo. The 120-horsepower zone is a good place to be, friends.

A cable-actuated slipper clutch keeps things on the straight and narrow when riding aggressively. Meanwhile, the optional bi-directional quickshifter helps whip through the smooth six-speed transmission. We’ll make a distinction there because the QS is notchy at lower revs but clears up as the rpm climbs. Beyond the other inviting traits, it’s yet another reason to wail on the KTM.

As we’re flirting with electronic features, every whizzbang rider aid imaginable is on offer. Luckily, fueling is spot-on across all ride modes, which in standard trim includes Rain, Street, Sport, and Custom. Those manage the six-axis Bosch IMU-supported nannies, such as cornering ABS, lean-angle-sensitive traction control, and wheelie control. If you spring for the all-encompassing Tech Pack ($899) on our test units, then you’ll unlock the adjusting parameters. It’s a bit of a mouthful, but here goes — the Tech Pack unlocks the Track Pack ($499 if purchased individually), which includes Track riding mode, two additional customizable modes, five-level wheelie control plus off, throttle map selection, launch control, telemetry screen, and a lap timer. It also unlocks cruise control, the quickshifter, and MSR (Motor Slip Regulation — essentially variable engine braking).

All those features are available during the 932-mile “Demo Mode,” giving owners a chance to sample features before purchasing. Still, creating a paywall for adjustment features that are standard across segments is irksome, and we’d prefer to see everything baked into the MSRP.

KTM has expanded its ABS for the RC R and includes them as standard: Street, Sport (new), Supermoto+ (new), and Supermoto. Street is your default road setting with all minders in check, while Sport eases things up for unabated canyon runs. Supermoto+ turns off cornering ABS and rear-wheel lift but allows riders to step the back end out on the rear brake roughly eight degrees before intervening. Lastly, Supermoto is the classic no-holds-barred front-only ABS that leaves it all up to ambition or talent while on the circuit — whatever comes first.

If you want my preferred setup, it’s this: Track mode with its pared-down dash layout, the athletic Sport throttle map (Sport is a touch soft and Track is a tad overzealous for my tastes, though neither is snatchy), TC dropped down to 2, wheelie control off because we’ve got an ultra-manageable motor, and Supermoto ABS. The more aggressive ABS modes automatically disable MSR, which is beneficial as it makes this P-Twin’s relatively light engine braking completely consistent when in hard braking zones.

Reshaping the supersport category doesn’t come from new engine configurations alone. The RC R chassis is a bit of a chameleon, aiming for wider roles than the smooth surfaces of racetracks. The steel frame is sturdier, mainly due to new bracketing designed to accept a progressive suspension linkage. That’s an important evolutionary step, too, since it means the chassis can better withstand bigger hits and generate better grip, all while running softer shock springs to keep things comfy. A more supple swingarm is in play, further enhancing road-holding qualities while improving feedback, which the KTM has in spades.

At road pace, the KTM steers off-center beautifully, tipping in quickly and leaning into its sure-footed nature. Some of that credit goes to a marginally longer wheelbase, but what’s also helping it track true is a new 33mm offset that extends trail, as well as a beefier 48mm open-cartridge fork. Much of the commendable compliance can be aimed at the fully adjustable WP Apex suspension, all working in harmony to deliver a supportively sporty ride without rattling fillings. If that isn’t enough, the sticky Michelin Power Cup 2 rubber is standard.

All those geometry tweaks play out favorably at the dynamic Circuito Seville. Naturally, that’s where the new front-biased 52.5%-47.5% weight distribution bears the most fruit, allowing the KTM to use its inherent stability and front end that tracks on the proverbial rails — an observation that cuts both ways. The RC R rewards riders who plan ahead, as once it’s on the edge of the Michelin Power Slick 2 trackday rubber, it requires effort to pull it back to an apex or when changing direction, two things the Panigale V2 can do quite well. It isn’t as forgiving in that sense, though it doesn’t demand nearly the same kind of muscle as the Yamaha YZF-R9 when transitioning. Some of those traits can likely be worked out by playing with geometry or tire choices.

The WP suspension is top-quality gear with a massive tuning window. Sporty, yes, but never harsh with the knobs cranked down, the KTM has a thread of compliance through it that remains even when pushed. Braking is beyond stellar with superbike-grade Brembo HyPure calipers clamping onto 320mm floating rotors. As one would expect, feel from the spiffy Brembo MSC span-and-ratio-adjustable master cylinder is excellent, letting riders dial things in as they’d prefer.

Some may wonder if the 990 RC R shares chassis DNA with the Krämer Motorcycles-developed KTM RC 8c or a traditional supersport. It does in terms of its sporty direction, though a track-only machine like the RC 8c doesn’t compromise an ounce of performance in its ultra-stiff design ethos. Put simply, riding one on a public road would be brutal, and even rough North American racetracks can be a challenge for them. Likewise, a production supersport like the Next Gen-legal GSX-R750 arguably has a higher performance ceiling when viewed through a narrow racing lens, as we noted in our 2025 Next Generation Supersport comparison. But what’s gained for a street-legal and track-capable motorcycle is far more valuable than what’s lost as a potential racebike. And hell, the Yamaha YZF-R9 won a championship in its maiden WSSP outing.

Where the new supersport breed diverges from its ancestors is the rider triangle, offering a sporty stance designed for longer road-riding stints. That strategy begins with riser clip-on handlebars mounted wide for maximum leverage that don’t make things too wristy if you engage your core. For reference, the RC R bars sit smack between the V2’s taller units and the R9’s dead-flat handlebars. Looking toward the legs, the seat-to-peg ratio is beyond ample, aided by two-position rearsets. A low standard “Street” setting is accompanied by a “Track” position that kicks the footpegs back nearly an inch and up about a half inch. Even the 33.3-inch seat contributes to comfort, keeping things narrow at the midsection, while the MotoGP RC 16-inspired subframe is widened in the rear, offering more support at high lean angles. There’s good front-to-back room in the saddle, too.

There’s no doubt that the KTM 990 RC R is an ambitious project, especially as it’s the first product launched after its financial woes had come to pass. That alone hit consumer confidence, as did the recent camshaft wear issues stemming from a poor batch of finger followers installed in 790-powered machines. Brand engineers are emphatic that those issues are a thing of the past, citing new QC processes and different suppliers. Time will tell, and ultimately, actions speak louder than words. The 990 RC R comes with a four-year warranty, which can be extended an additional year when serviced by authorized KTM dealers. In addition, valve service intervals are cited at a nod-worthy 37,000 miles.

Progress needs to be visible, and it is when examining the finishing, as the RC R is one of the most well-heeled machines to roll off Austria’s recently restarted production lines. The plastics flaunt high-quality paint with clear-coated graphics and integrated frame sliders, a far cry from the dirt bike-colored plastics we’ve seen on the brand’s motorcycles in the past. The MotoGP-derived winglets are said to produce 28.6 pounds of downforce at 149 mph — that’s the homologated top speed, though it’ll go a bit faster. All in all, it looks smart from nose to tail. Meanwhile, the 8.8-inch TFT display is stellar, offering an efficient UI along with standard niceties such as navigation, which thankfully runs standalone and doesn’t require annoying apps or your phone’s mobile data connection unless you want live traffic updates.

Evolution can come quickly when it needs to and the 2026 KTM 990 RC R represents a crucial third addition to the Next Gen Supersport segment, redefining the class as we know it. That tidbit looks at the big picture, but what matters for us is that the Austrian firm has produced a sportbike that can satisfy road and track riders alike, which is no small feat. Much of that comes down to the culmination of its components, wherein the torquey 947cc mill is as versatile as the day is long, and its track-capable chassis willingly backs every decision a rider might make while riding in anger. Couple that with the more approachable riding position, and the supersport class is adapting to become, arguably, a better class for most riders.

In Gear – Street

In Gear – Track