KTM 690 Duke 2012 Review

It's been over 13 years since KTM sent me to tackle the twisty mountain roads of Gran Canaria. The sun blazed down, the asphalt was unforgiving, and the curves seemed endless. Perfect conditions to put the then brand-new 690 Duke through its paces. It was the moment KTM took a bold step: the once wild Duke was to mature without losing its rebellious soul—a tightrope walk that was eagerly anticipated at the time.

I still vividly recall my first impression. Instead of a radical Supermoto, I found myself on a Naked Bike—lower, more approachable, with a completely different geometry. At its core remained the stellar LC4 single-cylinder, now in a more civilized form. Rated at 70 hp and 70 Nm—or as later proven, actually 74 hp and 78 Nm on the dyno. Modesty was evidently a virtue of the brochure writers from Mattighofen.

The memory of those first miles remains vibrant after all these years. The way the Duke dove into corners, the immediate throttle response that couldn't be more direct, and the surprisingly civilized behavior for a single-cylinder. Back then, I wrote this engine was "like something from another planet"—a statement I would still stand by today.

But what became of the Duke, which was completely repositioned at the time? Did KTM's strategy to make the Duke more mainstream truly succeed? Time to look back—and, more importantly, to delve into the long-term experiences of the community with this unique Austrian machine.

Anyone who's followed the evolution of the KTM Duke series knows: the 2012 generation marked a complete new beginning. While all previous models were essentially Supermotos with road tires, KTM took a definitive step towards the Naked Bike segment with the new 690 Duke. The seating position became more touring-friendly, the seat height was lowered, and for the first time, an ABS system was introduced.

The biggest surprise back then, however, was the price. The new Duke was a solid 20 percent cheaper than its predecessor—despite having more electronics and a better engine. Savings were made with the suspension, which no longer offered adjustability, and on some details like the rear frame, which was now made from two aluminum die-cast parts instead of an elaborate trellis structure.

My cost-benefit analysis at the time was still clearly positive: "The engine is certainly about 5% better, I can really live with the chassis and seating position, but the suspension is at least 20% worse. Yet it's still enough to easily outclass Japanese middleweight bikes." A judgment I now want to reassess with the wisdom of time and feedback from thousands of Duke riders.

Insights into the experiences of Duke owners over the years reveal a detailed picture of the strengths and weaknesses of this unique motorcycle. The community is remarkably united on one point: the LC4 engine is still viewed today as a technical masterpiece. There are countless reports in forums from owners who have ridden their Duke well over 50,000 kilometers without experiencing significant engine problems.

A recurring theme in the experience reports is the extraordinary character of the single-cylinder. "No other single-cylinder offers this combination of torque and high-rev performance," writes one user in the 1000PS.at forum. An impression I had even back then, which seems to have been confirmed over the years. The unusually wide range of use for a single-cylinder—from relaxed cruising to sporty rides on country roads—is particularly appreciated.

Interestingly, long-term owners report that the Duke actually improves with age. A phenomenon frequently discussed on YouTube channels. The engine seems to "break in" over the first 10,000 kilometers and runs even smoother and more refined thereafter. However, not everything is sunshine in the world of the Duke. The savings on the suspension, which I criticized in the original test, indeed prove to be a long-term weakness. Many riders have replaced the standard suspension components with higher-quality ones after a few years.

A detailed look at the user reviews reveals some typical weaknesses that have become apparent over the years. However, it's remarkable that the list of serious issues is surprisingly short—an indication of the Duke's fundamentally solid construction.

The most frequently mentioned problem is indeed the electrics—specifically the alternator. Several forums and YouTube comments report failures, usually occurring between 30,000 and 50,000 kilometers. Fortunately, replacing it is not overly complicated, though it comes with costs of around 350-400 euros.

Another recurring criticism in long-term reports concerns the gearbox. My earlier observation that the transmission doesn't operate as precisely as in previous models is confirmed in community feedback. Especially at higher mileages, occasional missed shifts and neutral problems are reported. An effective solution seems to be regular oil changes—ideally every 5,000 kilometers instead of the 10,000 kilometers recommended by KTM.

Also typical: the clutch play changes relatively quickly and needs more frequent adjustment compared to other motorcycles. It's a minor annoyance but easy to fix. Even for less technically skilled riders, this is a matter of just a few minutes.

Regarding fuel consumption, long-term experiences show an interesting development. While I initially reported 3.5-4 liters per 100 kilometers, the value seems to improve for many riders as the motorcycle ages.

The 2012 Duke marked the beginning of a new era, but KTM didn't rest on its laurels. In the following years, the 690 Duke received regular updates, with the revisions in 2016 and 2019 standing out.

The 2016 version brought significant improvements to the engine, which now ran even more smoothly thanks to two balancing shafts and was boosted to 73 hp (officially) or over 75 hp (real). Additionally, the electronics were significantly upgraded: traction control, various riding modes, and an improved ABS were now part of the package. Experience reports indicate that many owners see this version as the ideal compromise between the original character and modern technology.

The last major update for the 690 Duke came in 2019, before it was later supplemented by the 790 and 890 Duke models with twin-cylinder engines. The revamped electronics and even better running refinement were convincing, although some purists missed the earlier rawness of the single-cylinder.

Comments under our videos clearly show that many Duke enthusiasts consider the 2016-2018 models to be the most balanced version of the 690 Duke. Here, KTM seems to have found the sweet spot between everyday rideability and the original wild Duke character.

The price development of the 690 Duke over the years reflects its status as a modern classic. Particularly, the 2012-2015 models have proven remarkably stable in value. While many motorcycles of this age class significantly depreciate, the early 690 Duke holds its value notably well.

In the current used market, well-maintained 2012 models range from 4,000 to 5,000 euros, depending on condition and mileage. This equates to about 50-60 percent of the original price, which is an impressive value retention for a motorcycle over 10 years old. The more sought-after 2016-2018 models with balancing shafts typically cost between 5,500 and 7,000 euros.

Exemplars with documented maintenance history and moderate mileage under 30,000 kilometers are especially sought after.

What should you look for when buying a used 690 Duke? The community agrees: the maintenance condition is more important than appearance. Regular oil changes and adherence to inspection intervals are crucial for longevity. A detailed maintenance history is therefore invaluable.

It's also advisable to pay attention to modifications. Many Dukes have been modified over their lifetime—be it with Akrapovic exhaust systems, upgraded suspension, or ergonomic adjustments. Such changes can either increase or decrease value, depending on the quality and nature of the modifications.

Avoid models with untidy electronic modifications or signs of stunt riding—a not uncommon fate for the agile Duke.

When I tested the 690 Duke in 2012 on Gran Canaria, it marked the beginning of a new era. KTM dared to make a niche motorcycle more mainstream without losing its character. My conclusion at the time was positive, though with some reservations about the simplified suspension.

Today, over a decade later, the story of the Duke 690 has proven to be a success. The strategy to make the motorcycle more accessible worked—KTM was able to significantly increase sales and make the Duke a staple of the middleweight class. At the same time, the machine remained true enough to its character to keep some die-hard Duke fans onboard.

Community reports confirm much of what I experienced back then. The LC4 engine remains a gem—rebellious, characterful, and yet surprisingly practical for everyday use. The weaknesses in the suspension have also been confirmed, but can be addressed with manageable effort.

What personally surprises me is the longevity and reliability of the concept. Single-cylinders in this performance class were long considered problematic for long-term use, but the Duke has largely dispelled these concerns. The solid construction, combined with continuous development, has created a motorcycle that is still relevant today.

So, who is the 690 Duke still the right choice for? Those seeking a characterful, lightweight Naked Bike with direct throttle response and outstanding handling will still be pleased with it today. Especially for riders looking for something special and willing to make small compromises in comfort and refinement, the 690 Duke remains a highly attractive option.

At the same time, it must be acknowledged that the newer twin-cylinder Dukes are superior in many areas—they run more smoothly, offer more power, and boast more modern electronics. What they can't offer is the unique immediacy and distinctive character of the large single-cylinder.

After all these years and thousands of kilometers that Duke riders worldwide have logged with this motorcycle, one clear picture emerges: The 690 Duke may have matured, but it has never lost its rebellious soul. And that is precisely what still makes it a special motorcycle in an increasingly homogenized motorcycling world.