KTM 890 Duke R V Kawasaki ZH2
Mumble about practicality and it can conjure images of tall screens, flappy fibreglass top-boxes, ill-fitting handlebar muffs and substantial centre-stands. A brief check round KTM’S trim 890 Duke R and Kawasaki’s imposing Z H2 quickly reveals none of these features. In fact, there’s not a robust bungee point between them.
Goes with the territory when it’s a naked bike designed for frantic capers such as the Duke R. This new KTM is the beloved 790 Duke (our Bike of the Year from 2018) in sharpened form. The bored-and stroked parallel twin has higher compression, larger valves, a wider rev range and a claimed 120bhp. Its chassis sits higher on firmer, fully-tweakable WP suspension, and is slowed by superbike-spec brakes. The ’bar is lower and further forward while the ’pegs are higher and pulled back, for a sportier and more connected riding position. With reductions in both unsprung mass and overall weight, the 890 Duke R exists purely for slicing squirming roads to shreds.
Yet this racy device is a doddle to ride, thanks to light controls. And it’s a breeze in an urban environment due to being so damn delicate and agile. The Duke is so slim in the middle your thighs are parallel to each
other and the chassis responds to the merest suggestion of input. It skips across a crowded town like a 125.
Kawasaki’s ample Z H2 couldn’t feel more different. There’s a real sense of mass to the inline four – next to the gossamer KTM the big Zed is weighty, dense, with a fat fuel tank that shoves you all legs akimbo. Yet it too is surprisingly easy to tool around on, thanks to being so silky smooth and unflustered at low speed. The supercharged 197bhp engine is one of the wonders of the modern world, with the response and explosive torque to let you arrive in places before you set off, but it’s a big fluffy bunny when needed. Just leave it in second or third gear to slide gracefully across the urban sprawl, including pulling away.
Out on proper riding roads the bikes reveal very different characters. The KTM encourages you to pinball down lanes and explore mindwarp cornering, while the Kawasaki delivers smooth, serene progress punctuated by shocks triggered by bewildering acceleration. Both have the obvious windblast limitations of a naked bike, though this Z H2 is a Performance edition which means it has an Akrapovic can, tank pad and – crucially – some flyscreen-like plastic screwed to the top of the dash. When you want to actually get somewhere it makes all the difference to sustaining speed. The Duke R counters with a more prone and supported riding position, plus a longer seat that gives wriggle room the Zed lacks. On balance the Kwak’s flap gives it the edge. Both bikes feature TFT displays with switchgear control, and with trips, range, real-time and average mpg, riding time and clock; there is as much information on hand as any sane person could demand. And while the KTM does more to a gallon, the Kawasaki’s larger tank gives very similar overall range. However, the Kawasaki also has standard-fit cruise control (one of those things you can’t appreciate until you use it). Its quickshifter has a lighter and smoother action, and though a little too stumpy the seat is deeper and stays comfortable for longer. Though the KTM undoubtedly has the better-quality suspension, the Duke R is set up for sporty japes and so is occasionally a little jiggly – it can skip off bumps and feel edgy on a motorway thrum, where the Kawasaki’s girth gives it better ride quality in normal use.
And, of course, the Zed has a pillion seat where the Duke R has a seat cowl, no rear footpegs and a leg scalding exhaust. But once a passenger has experienced the Z H2’s insane rush I’m not sure they’d ever want to get back on again, anyway. But it’s always nice to have the option.
‘The 890 Duke R exists purely for slicing squirming roads to shreds’