It’s hard to pinpoint the exact moment, but between the knee-jerk pick-up at 70 mph on the Chuck Valley Raceway and a cross-over in turn 16. Motorcycles on the same tires that we used to travel hundreds of miles the day. Relatively long hours at leisure, numerous black lines twisting the back streets, unlimited fun, and the combined average of 37 MPG KTM 890 Duke R and Triumph Street Triple RS confirm the combination of performance, enjoyment, and practicality.
2020 Triumph Street Triple RS vs 2020 KTM 890 Duke R – Comparison Review
Performance and Design
Perfect performance and operation are good, but we are here for a good time just like you. And we get a lot out of the wide range of these two motorcycles. Their design principles are reminiscent of the legendary Universal Japanese bike. Still, they are characterized by state-of-the-art Rider Aid electronics, unparalleled engine performance, state-of-the-art components from the best suppliers, and the most fantastic production tire technology ever delivered. But what is interesting about this situation is that these two robots achieve comparative targets in entirely different ways.
The Triumph 2020 Street Triple RS comes with a Rio Happy but adaptable 765cc inline triple and is one of the most polished sporty-nosed bikes on the market. When it was introduced in 2017, the British-designed machine was the best outside the gate and has been modified and polished ever since.
It has recently undergone a power increase and engine modification, expected to increase power generation compliance with strict Euro 5 emission regulations. It is a class standard for speed, comfort, and smoothness. It represents the rise of the current sporty middleweight standard.
Austria is not very close to England, and KTM has no vision for that part. The Orange Brigade introduced the 2020 890 Duke R shortly after the 790 Duke. It includes a more significant displacement, more powerful 889cc parallel twins, better adjustability of its WP Apex suspension parts, and more receptor ergonomics. It is designed to be rough and sharp with a focus on athletic features. It is an attempt to gain control over KTM class.
And while we consider that most owners use their motorcycles to transport and tear and tear the Weekend Warrior Canyon, it’s hard to deny their racing prowess. Each bike is built using the flagship models of its manufacturer and the technologies acquired through racing efforts.
Both Triumph and KTM include extreme track ride images on their websites. We didn’t need to be overly persuasive, so after crossing various mountain trails, freeway slogans, stop-and-go traffic, and pictorial trails, we spotted the Triumph Street Triple RS and KTM 890 Duke R on the racing track.
The 17-turn, 2.68-mile circuit of the Chuck Valley Valley Raceway in the deserts of Southern California is a perfect field for these middleweight machines, with changes in altitude, straight paths of medium length, fast sweepers. Provides a combination of angles and scorching acceleration to the tires.
It’s the ideal setting for them to put their athletic abilities to the test. Because of regular track maintenance in numerous turns, which caused unpredictable conditions, lap timings were not recorded. Still, we used our VBox data logger to target necessary corners and acceleration zones for objective comparison.
Although we completed a full complement of instrumented acceleration and braking testing at our facility, followed by thorough weights and measures, as well as runs on an in-house Dynojet 250i dynamometer, these bikes aren’t so much about lap times as they are about having fast fun.
The result of the 124cc displacement difference between the inline triple and parallel twin engines is clearly illustrated by the interpretation of the dinosaur charts, as well as how their different designs affect how they How build power.
It is a typical twin vs. multiple matchups. Because of the large number of pistons and valves used in the three-cylinder trim, the engine components are more widely distributed. Its parts may be lighter than the twin parts and therefore regulated at higher rpm. Easy to do, which means that, despite its displacement loss, Triumph’s inline-triple can produce more power at higher rpm.
Power and Torque Comparison
The Triumph produces 115.2 horsepower at 11,800 rpm and 56.2 lb-ft of torque at 9,200 rpm.
Even though the Triumph torque curve is quite wide and flat, to use its available rpm, you should keep humming the engine and use its red line over 2,000-rpm so that it is really for you. The power of this peak can be used to work. For this reason, however, the choice of gear is more important than the Duke’s. When the KTM Street Triple signs up at about 10,000 rpm, the Triumph just keeps pulling towards itself, the advantage of which is reflected in the maximum speed on the race track.
KTM uses its displacement to generate more horsepower and torque than the Triumph up to 10,000 rpm, with a lot of usable power available at 4,000 rpm. The Duke will accelerate hard outside the slow corners and over a wide range of gears. Peak power is low – 106.1 horsepower at 9,400 rpm – but torque is high – 63 lb-ft at 8,400 rpm – and torque is generated more evenly in the range.
This change in the personality of the power is also seen in the trim. This beast can be felt inside the 890 Duke R. KTM’s throttle provides instant acceleration at any rpm, supported by an accurate and easily adjusted race-grade electronics package. The Duke only comes out firmly from the slow turn and quickly lifts his front wheel.
Yes! The purpose of its stunning design is clear, and KTM’s awkward motorbike background overshadows the 890’s personality, yet with a delicate touch in the first delivery. The combination of increased torque makes gear selection less critical, which helps in unfamiliar paths and quickly compensates for the cowardly turn of the rider. KTM’s ability to deliver electricity anytime, anywhere makes it addictive.
The strong point of victory is how rough and messy it is. When the power is in the flesh, the triple-cylinder engine has a turkey character, and it blows out the exhaust with a predictable and better delivery. However, to make good use of triple street power, shift points must maintain speed and use high RPM. If you make a mistake choosing your gear, your rpm will be out of the Suite area, giving you a duck to sit for KTM in the high-speed zone.
Triumph also suffers from a borderline dated sense traction control system, which interferes more than today’s best TC and gives the throttle a sense of numbness when you want the most input.
Even with the TC of indifference busy, it’s a pleasure to crank the victory and feel its distinctive top and edge. Unfortunately, the sense of urgency is scarce, as KTM’s strong front-end sense and vessel handling quickly fill the lost ground between crew entry and apex. Thanks also to Duke’s excellent Brembo calipers and adjustable MCS master cylinders, which show how much pressure is applied to the discs and how much restraining force is available.
What Street Triple offers ensures stability. Sure, it’s 6 pounds heavier than the Duke with an empty gasoline tank, which means he has to work harder to get to the bank in the corner, but once he gets there, he gets a rock in it. Has solid composition and surprisingly neutral handling.
This perseverance means you get a chassis that encourages the rider to push hard on each lap, but when you hit it, the line pulls and doesn’t just cooperate with KTM. ۔ On a track or at a detour, the Triumph is a “flow” motorbike that responds to the excellent ride and speed rather than aggression.
It also affects the performance of the brakes. While the Triumph has comparable Brembo brake components and a single master cylinder, resulting in better stopping figures, it lacks the same much-needed thrill through the lever when accompanied by grit. Push into the curve.
2020 Triumph Street Triple RS vs 2020 KTM 890 Duke R – Technical Specifications Comparison
|Specs \ Bikes||Triumph Street Triple RS||KTM 890 Duke R|
|Type||Liquid-cooled inline-triple||Liquid-cooled parallel twin|
|Bore x Stroke||78.0 x 53.4mm||90.7 x 68.8mm|
|Valve Train||DOHC, 4 valves/cylinder||DOHC, 4 valves/cylinder|
|Induction||(3) 44mm throttle bodies||(2) 46mm throttle bodies|
|Front Suspension||41mm Showa BPF w/ adjustable compression, rebound damping, spring preload; 4.5 in. TRAVEL||43mm WP Apex w/ adjustable compression and rebound damping; 5.5 in. travel|
|Öhlins STX40 w/ adjustable compression, rebound damping, spring preload; 5.2-in. TRAVEL||WP Apex monoshock w/ adjustable high-speed compression, low-speed compression, rebound, and spring preload; 5.9-in. travel|
|Front Tire||Pirelli Diablo Supercorsa SP 120/70-17||Michelin Power Cup II 120/70-17|
|Rear Tire||Pirelli Diablo Supercorsa SP 180/55-17||Michelin Power Cup II 180/55-17|
|Rake / Trail||23.5°/ 3.9 in.||24.3°/ 3.9 in.|
|Wheelbase||55.3 in.||58.3 in.|
|Seat Height||33.2 in.||33.3 in.|
|Fuel Capacity||4.6 gal.||3.7 gal.|
|Dry Weight||389 lb.||383 lb.|