Shorter stroke, more free-revving, even more power: The new KTM 690 Duke sets new standards among the single-cylinder bikes. Are these virtues enough to even keep the similarly powerful two-cylinder Yamaha MT-07 in check?
Roaring with a single cylinder without being overly loud, the KTM 690 Duke waits to start the side-by-side test. With now the fifth generation of the Duke from Austria, a great deal has been refined for the 2016 season. The fine single now sends its piston back and forth through a 105 mm bore, mobilising 78 measured, fit as a fiddle and Euro 4 exhaust purified horsepower at 8,200 rpm. Mamma mia.
It was not that long ago when such values were in the realm of fantasy. There was either power or durability. But both? What KTM conjures out of the single cylinder is incredible. Does the KTM 690 Duke thus already shake the clandestine throne of the bestseller from the class up to 79 hp: the Yamaha MT-07?
- Side-by-side test of the KTM 690 Duke and Yamaha MT-07. Foto: www.factstudio.de
- Side-by-side test of the KTM 690 Duke and Yamaha MT-07. Foto: www.factstudio.de
Yamaha MT-07 is the better companion in urban traffic
Shaking is a good keyword. Because that’s exactly what the KTM engine highlights when the speed drops too low. It’s true that the Austrians have given the KTM 690 Duke more manners from generation to generation, which also permit a tolerable everyday life in urban traffic.
But the KTM 690 Duke just does not feel quite right here. Completely unlike the Yamaha MT-07. Satisfyingly pipey, its two cylinders embrace the throttle very neatly at the bottom, delighted with uniformity. Without forgetting the emotion. Ultimately, a crankshaft with 270 degrees of crankpin offset rotates deep inside the engine. In the best manner, it imitates a 90-degree V engine, seasoning a beautifully smooth running behaviour with lots of character.
Very different when it comes to the topic of quality and balance of the engine
How differently the two motorcycles can be interpret the topic of engine quality and balance at low speeds can be experienced in every metre of city traffic. At 50 km/h, the KTM 690 Duke only allows you to advance in third gear with a very fine sensitivity. The left hand always remains at attention in order to grab the easy-moving and very finely metered clutch to mitigate chain chips and engine stuttering. On the Yamaha MT-07, it is possible to swim along in traffic at the same speed in fourth gear. It’s just as well, because its clutch is more abrasive. Finer interventions at the point of engagement require more concentration.
And on the highway? Little changes about the fundamental nature of the KTM 690 Duke and Yamaha MT-07. Driving the KTM in sixth gear through the area at the permissible country highway speed is a rough undertaking. The Yamaha completes the task much more relaxed and confidently.
- The now fifth generation of the KTM 690 Duke was refined yet again for the 2016 season. Foto: www.factstudio.de
- The Duke spiced up with accessories shines… Foto: www.factstudio.de
- … high quality workmanship, looks wiry and ready for an attack. Foto: www.factstudio.de
- KTM 690 Duke. Foto: www.factstudio.de
- One disc (here the Wave counterpart from the accessories) must suffice. The braking power is right, but could be snappier and better controlled. Foto: www.factstudio.de
- Modern playground: The cockpit combines all of the important information… Foto: www.factstudio.de
- … lots of other information can be accessed via the handlebar switches. Foto: www.factstudio.de
- This is only available from KTM: Aluminium swingarm with exterior profile reinforcements. Foto: www.factstudio.de
- The chain tensioner cleanly guides the rear axle. Foto: www.factstudio.de
- KTM 690 Duke. Foto: www.factstudio.de
Nippon two-cylinder can’t be shaken off
So, the topic of everyday riding is checked off, now let’s cut to the chase! No one buys a KTM 690 Duke to get disdainful ‘must’ stages out of the way. The roads lure with curves, from sixth gear going down now until the gear ratios are easier to find again somewhere between two and four. A speed limit raised to 9,000 rpm must be utilised (600 rpm more compared to the last Duke). All synapses are screaming attack.
As if stung by a tarantula, the KTM 690 Duke tears ahead on the first curve. It darts around the corner like a tuna fish on the run from a white shark. 170 kg fully fuelled almost folds by itself into the inclined position. The single cylinder revs up splendidly, sweeping through the speed ladder like a tenor looking for the a high C. A tight turn pushes into view. The gears sort out neatly when down-shifting thanks to the slipper clutch. At the same time, the right hand grabs the brake lever. The deceleration is right, but requires a lot of strength. The fine metering on the ABS control threshold could be better. The KTM driver imagines himself in motorcycle warhorse heaven, long having written off the Yamaha MT-07. But a view in the mirror offering a good rear view reveals: The Nippon two-cylinder is still there. It can’t be shaken. Question marks form in the brain of the KTM pilot. That can’t be!
Yamaha MT-07 also in the climb to the finish
Maybe. Because the Yamaha two-cylinders always press ahead well at every speed. You do not have to match every gear to the curve. Lots of elasticity is relaxed when pursuing the KTM 690 Duke. And it isn’t even close to the Yamaha MT-07 coming out of the curve when the throttle valves release their full cross-section. This is shown by the acceleration values where the KTM can first slightly assert itself over the Yamaha beyond 140 km/h.
In addition to the standard recorded values from 60 to 180 km/h, MOTORRAD also subjected the two test motorcycles to a typical mountain stage as it occurs on each arbitrary curved gradient. In this case, rushing through a tight curve simulates an acceleration measurement in second gear from 30 to 80 km/h. At 2.4 to 2.8 seconds, the duel significantly falls in the favour of the Yamaha MT-07.
- The Yamaha MT-07 has been the bestseller in the 79 hp class. Foto: www.factstudio.de
- The steel tube bridge frame peeps out from under the plastic parts. Foto: www.factstudio.de
- The Yamaha looks modern, just as meticulously crafted as the KTM. Foto: www.factstudio.de
- Yamaha MT-07. Foto: www.factstudio.de
- Yamaha MT-07. Foto: www.factstudio.de
- Two discs rotate in the front wheel of the Yamaha. They always have control of the Yamaha MT-07 when speed is to be turned into deceleration. Foto: www.factstudio.de
- The Yamaha also relies on a display with a high level of informational content, but offers less added benefits than the KTM counterpart. Foto: www.factstudio.de
- Low priced and yet beautiful: curved steel swingarm and the rear wheel axle guide without being dictated too much by red tape. Foto: www.factstudio.de
- Yamaha MT-07. Foto: www.factstudio.de
- Yamaha MT-07. Foto: www.factstudio.de
KTM 690 Duke a lightweight
And because its braking system is clearly superior to the KTM’s counterpart with the dual discs with fading, controllability and effect, the Austrian can only throw its slightly better handling in the ring from the narrower rear tyre and its lower weight going into the curve. It is a lightweight with the aforementioned 170 kg. However: With just 28 pounds more, the Yamaha MT-07 denies itself every projection of obesity. At the apex, the Duke still tries to stay inside and ahead on the very tight radius due to its splendid cornering clearance. But at the corner exit, the Yamaha comes back into memory, driving in front of the KTM 690 Duke. It’s only pro KTM when the road gets bumpy. Then the MT-07 becomes a rocking horse. The lack of damping of the suspension elements makes it rock back and forth like a bobblehead on a dashboard.
The Duke, however, is also not without its faults when it comes to the chassis aspect, but it runs more precisely on bad roads. It gives more feedback, due to the stiffer dampening of the front and rear compared to the Japanese two-cylinder. And something else ensures that the KTM 690 Duke is a step ahead of the Yamaha on bad asphalt: its traction control. The non-standard extra feature keeps the single from Mattighofen safely on track. With the Yamaha MT-07, its TC is not for wealth of love or money.
The Yamaha MT-07 spoils with a narrow knee grip
The curves and turns are finely dissected with the duo. What remains? In any case a note about ergonomics. The Yamaha MT-07 spoils with its narrow knee grip, makes you low and is easy and suitable for beginners. The driver sits deep in its centre, his hands finding the well-tapered handlebar space as if by themselves. Only the knee angle tends to be tight, at least for people taller than 185 cm. Remeasured, the distance between the seat and footrests is 51 cm.
Those for whom it tweaks the knees too badly perhaps will find a better partner with this aspect in the KTM 690 Duke. A rich 56 centimetres lie between the space for the driver and the footrests. For orientation: Even a large BMW R 1200 GS offers just a distance of 57 cm between the seat and pegs as a standard, whereby the KTM almost passes as a real touring motorcycle, at least from this standpoint. This is also because with the bike from Austria, the driver sits at a lofty 835 mm. The Yamaha is 25 mm lower. The fact that it is nevertheless a stalemate in terms of economics is due to the distance of the handlebars from the driver. The Yamaha strikes a happy medium here while the KTM pushes the whole sail rod closer to it.
KTM EUR 2,000 more expensive with basic equipment
The Duke and MT-07 are significantly further apart when it comes to costs. When it comes to consumption, both are gently restrained to 100 highway kilometres with 4.0 litres for the KTM and 3.7 litres for the Yamaha. They also spare your wallet when it comes to inspections, which are only due every 10,000 km for both bikes. It’s a different story with the purchase price. At EUR 6,395, the Yamaha is a real bargain, while the KTM 690 Duke is EUR 2,000 more expensive with the base equipment. For this difference, the only noteworthy gripe about the Yamaha MT-07, namely the chassis, is easily ironed out.
And nevertheless the small Yamaha would still be the better offer. But the KTM is far from being a bad motorcycle. It’s just different, more extreme. It always wants to be actively moved, is always looking for the ideal line, wants to scurry and wag, knows no break, no restraint, no just letting it run. All of this makes dealing with everyday life with it not exactly easy. But as soon as a piece of open asphalt finds itself in front of its front wheel, it tears ahead. Tears ahead, arousing the racer in you. And spoken quite subjectively: This puts you in a good mood.
The KTM Duke 690 is also the one for a few people who casually tolerate its not so good qualities and who are all the more happy about its stand-out features, such as the most powerful single cylinder in the engine construction, combined with its playful ease. It is a good character, with corners, edges and lots of spirit.
The Yamaha MT-07 does not have an entirely contrary nature (its engine alone is much too lively for this, pushing ahead too passionately), but it is much more binding. It is the one for all. It also loses some spirit when it foregoes corners and edges. It participates in everything and can do almost everything. It is objectively always on part with the KTM 690 Duke – or even exceeds it in many ways. The Duke only keeps its lead with the experience, with the emotions. It is a fact, however, that you quickly forget later when taking a look at the price on the purchase agreement.
Naked bike power measurements

Power to the crankshaft. Measurements on the Dynojet 250 Chassis Dynamometer, adjusted according to 95/1/EC, maximum possible deviation of ± 5 %.
The KTM 690 Duke squeezes out nearly 79 hp from its single cylinder, which is an incredible value. But, as in real life, the Yamaha MT-07 also does not give up with the power measurement. The fact that it above all runs much more smoothly down below (measurement in sixth gear) is shown at the start of both curves.
Already below 3,000 rpm, the Yamaha MT-07 spoils with measurable propulsion. The KTM 690 Duke only shakes there gruffly, drawing a clean curve on paper only later at 1,000 rpm. The single cylinder is a high-performance unit that prefers to rev up top at nearly 9,000 rpm than to press down below. The torque curve of both motorcycles is slightly crooked up to the peak value, not straight. However, none of this can be felt when driving.
KTM 690 Duke and Yamaha MT-07 technical data and measured values
Technical Data and Measured Values
Engine
KTM 690 Duke | Yamaha MT-07 | |
Design | Single cylinder – four-cycle engine | Two-cylinder, four-cycle inline engine |
Injection | 1 x Ø 50 mm | 2 x Ø 38 mm |
Clutch | Multi-plate web clutch (slipper clutch) | Multi-plate web clutch |
Bore x Stroke | 105.0 x 80.0 mm | 80.0 x 68.6 mm |
Cylinder capacity | 693 cm³ | 690 cm³ |
Compression | 12.7:1 | 11.5:1 |
Power | 54.0 kW (72 HP) at 8,000 rpm | 55.0 kW (74 HP) at 9,000 rpm |
Torque | 74 Nm at 6500 rpm | 68 Nm at 6500 rpm |
Chassis
KTM 690 Duke | Yamaha MT-07 | |
Frame | Steel tube frame, co-load-bearing engine | Bridge frame made from steel tubes |
Fork | Upside-down fork, Ø 43 mm | Telescopic fork Ø 41 mm |
Front/rear brakes | Ø 320/240 mm | Ø 282/245 mm |
Assistance systems | ABS, traction control (1) | ABS |
Wheels | 3.50 x 17; 5.00 x 17 | 3.50 x 17; 5.50 x 17 |
Tyres | 120/70 ZR 17; 160/60 ZR 17 | 120/70 ZR 17; 180/55 ZR 17 |
Tyre equipment | Metzeler M 7 RR, front “M” | Michelin Pilot Road 3, rear “A” |
Dimensions and weights
KTM 690 Duke | Yamaha MT-07 | |
Wheelbase | 1466 mm | 1400 mm |
Steering head angle | 63.5 degrees | 65.5 degrees |
Trail | 122 mm | 90 mm |
Spring deflection front/rear | 135/135 mm | 130/130 mm |
Seat height (2) | 835 mm | 810 mm |
Weight fully fuelled (2) | 170 kg | 184 kg |
Payload (2) | 180 kg | 171 kg |
Tank capacity / reserve | 14.0/3.2 litres | 14.0 litres |
Service intervals | 10,000 km | 10,000 km |
Price | EUR 8,395 | EUR 6,395 |
Price of the test motorcycle | EUR 9,768 (3) | EUR 6,395 |
Additional costs | EUR 250 | EUR 275 |
MOTORRAD measured values
KTM 690 Duke | Yamaha MT-07 | |
Top speed* | 188 km/h | 207 km/h |
Acceleration | ||
0-100 km/h | 3.8 secs | 3.8 secs |
0-140 km/h | 6.7 secs | 6.9 secs |
0-200 km/h | – | 24.7 secs |
Acceleration | ||
60-100 km/h | 5.0 secs | 4.0 secs |
100-140 km/h | 5.0 secs | 4.7 secs |
140-180 km/h | 6.2 secs | 6.4 secs |
Consumption on highway/100 km | 4.0 litres | 3.7 litres |
Range on highway | 350 km | 378 km |
*Manufacturer specification;
(1): requires surcharge (included in the Track package);
(2): MOTORRAD measurements;
(3): Rear brake disc Wave (EUR 134), front brake disc Wave (EUR 248), front spoiler (EUR 200), dongle (EUR 92), factory oil filling plug (EUR 21), factory oil filter cap (EUR 27), factory ignition cover screw (EUR 21), air box cover (EUR 42), foot brake cylinder cover (EUR 30), hand brake cylinder cover (EUR 47), clutch master cylinder cover (EUR 27), crash bar set (EUR 158), tank pad (EUR 32), Track package (EUR 294).
- The 690 Duke wants to take the trick with lots of cornering clearance, but the MT-07 holds its own with its engine. Foto: www.factstudio.de
MOTORRAD points rating
The 690 Duke wants to take the trick, but the MT-07 holds its own with its engine.
Engine
Maximum number of points | KTM 690 Duke | Yamaha MT-07 | |
Acceleration | 40 | 24 | 27 |
Acceleration | 40 | 19 | 19 |
Top speed | 30 | 10 | 14 |
Engine characteristics | 30 | 20 | 25 |
Response behaviour | 20 | 13 | 15 |
Load change | 20 | 13 | 13 |
Running smoothness | 20 | 10 | 14 |
Clutch | 10 | 9 | 7 |
Shifting | 20 | 14 | 12 |
Gear graduation | 10 | 9 | 9 |
Starting | 10 | 8 | 9 |
Total | 250 | 149 | 164 |
Lots of acceleration, more speed. The Yamaha MY-07 is also superior to the KTM 690 Duke in almost all other driving dynamic aspects, impressively demonstrating the potential of the modern two-cylinder engine. Only the operation of the clutch and gearbox is not that great. The KTM is better here, spoiling with the low operating forces and nearly perfect controllability.
Engine winner: Yamaha MT-07.
Chassis
Maximum number of points | KTM 690 Duke | Yamaha MT-07 | |
Handling | 40 | 34 | 33 |
Stability in curves | 40 | 26 | 22 |
Steering behaviour | 40 | 28 | 29 |
Feedback | 10 | 7 | 7 |
Inclination position | 20 | 18 | 15 |
Straight running stability | 20 | 16 | 14 |
Front suspension tuning | 20 | 12 | 11 |
Rear suspension tuning | 20 | 12 | 9 |
Chassis adjustment options | 10 | 1 | 1 |
Suspension comfort | 10 | 6 | 8 |
Driving behaviour with passenger | 20 | 9 | 11 |
Total | 250 | 169 | 160 |
Both turn the corner manageably. The KTM repeatedly trumps whenever the chassis of the Yamaha MT-07 reaches its limits. While this offers lots of comfort, it does not offer any reserves. The KTM 690 Duke shows how to do it. Foregoing a little bit of comfort, this pays spades in stability in curves and on straights. Great: the rich cornering clearance of the Duke.
Chassis winner: KTM 690 Duke.
Everyday
Maximum number of points | KTM 690 Duke | Yamaha MT-07 | |
Driver ergonomics | 40 | 27 | 27 |
Passenger ergonomics | 20 | 7 | 4 |
Wind protection | 20 | 0 | 0 |
View | 20 | 11 | 13 |
Light | 20 | 11 | 13 |
Equipment | 30 | 22 | 17 |
Handling/maintenance | 30 | 21 | 19 |
Luggage storage | 10 | 2 | 1 |
Payload | 10 | 4 | 3 |
Range | 30 | 21 | 24 |
Workmanship | 20 | 15 | 15 |
Total | 250 | 141 | 136 |
The KTM as the winner of the everyday evaluation? The dense list of equipment of the KTM 690 Duke creates the basis for this. It sets itself apart from the Yamaha MT-07 equipped with numerous non-standard features, such as the traction control. All the extras that enhance the function, however, are directly incorporated in the price-performance note, so are thus relativised.
Everyday winner: KTM 690 Duke.
Safety
Maximum number of points | KTM 690 Duke | Yamaha MT-07 | |
Braking effect | 40 | 26 | 29 |
Brake metering | 30 | 20 | 21 |
Braking with passenger / fading | 20 | 10 | 14 |
Righting moment when braking | 10 | 8 | 8 |
ABS function | 20 | 12 | 13 |
Kickback | 20 | 15 | 14 |
Ground clearance | 10 | 6 | 7 |
Total | 150 | 97 | 106 |
Two are better than one. With its double disc system, the Yamaha MT-07 thus brakes better than the KTM 690 Duke, primarily working with less fading. This is the basis for victory in this chapter.
Safety winner: Yamaha MT-07.
Costs
Maximum number of points | KTM 690 Duke | Yamaha MT-07 | |
Warranty | 30 | 17 | 15 |
Consumption (countryside highway) | 30 | 24 | 26 |
Inspection costs | 20 | 15 | 15 |
Maintenance costs | 20 | 15 | 15 |
Total | 150 | 71 | 71 |
Low operating costs: KTM 690 Duke and Yamaha MT-07 both save the wallet.
Costs winner: KTM 690 Duke / Yamaha MT-07.
Overall ranking
Maximum number of points | KTM 690 Duke | Yamaha MT-07 | |
Overall ranking | 1000 | 627 | 637 |
Placement | 2nd | 1st | |
Pride-performance mark | 1.0 (Best mark) | 2.1 | 1.0 |
Price-performance winner: The Yamaha MT-07 strives in a positive sense. It’s hard to imagine more motorcycle for the money.
MOTORRAD test result
- Yamaha MT-07. Foto: www.factstudio.de
- KTM 690 Duke. Foto: www.factstudio.de
The bestseller from Yamaha gets the test victory at the end of the day.
1st place: Yamaha MT-07
The Yamaha MT-07 collects significantly more points than the KTM 690 Duke and is much cheaper. A test victory cannot be clearer. The two-cylinder is a motorcycle that you can recommend to anyone without hesitation, whether a novice or expert.
2nd place: KTM 690 Duke
The Duke is as good as ever. Gone are the times when things were jittery and rough. The KTM 690 Duke is now also suitable for everyday life, behaving amazingly well. It must be forgiven that, despite this, it remains more extreme and challenging than a Yamaha MT-07.