2010 KTM 990 SMR

How a heavy supermoto SHOULD be.

The most Versatile race Trimmed Supermoto ever made!

From blasting around the twisty roads out back, to touring all over the California coast line while being exceptionally reliable for a supermoto; it is insane to have one of these motorcycles in the garage! For those who have ridden this magnificent motorcycle, they know what it is when it rolls up the street! The planted chasis keeps you securely on the ground (or on one wheel) coasting down the road, while singing the LC8 V-Twin engine… You’re an icon for sure riding this bat out of hell! Shame KTM only sent ~200 or so of them into the states (supposedly the forum research on ADV Rider claims).

Moonie Review:

Reliability 4/5:

Holy cow. For a KTM this bike has never left me stranded. For the issues that I have experienced, I have caught them early on or taken preventive measures. The bike has never hiccuped to start, enjoys the hard abuse, and yet, continues on riding. It has probably been the most reliable KTM I have ever owned. Everyone who is familiar with the KTM LC8 engine, know how well they perform overtime and continue to put out that grin factor with a piece of mind knowing it will perform. The selection in parts with the OEM set up is amazing with this model. Brembo brakes, WP Suspension, a perfect aggressive frame for riding, a great fuel setup, and those big pistons demand attention and respect. I wouldn’t give the bike a full score since there are some issues with the bike, but due to the popularity of the 990 LC8 engine and chassis, all the known issues with the bikes are pretty easy to recognize and address. From KTM history, the machines tend to have a nice vibration to them, so you can see bolts wiggle out over time, and with my luck, the tact welds on the frame show their true colors.

Another common issue with the 990 series (and the 1090/1190/1290 series) are the weak Magura clutch slaves that are installed. These tend to develop a slight crack in the piston where it meets the oring within the housing. Unfortunately, there is no telling to when this happens; as there are people running the OEM for countless years and miles with the OEM unit (myself included replacing it at 25000 miles). The Oberon Clutch Slave unit is the most popular unit to replace the entire housing with.

Another very common issue that develops with the 990 series (and 690 series) is the tachometer that is used tends to develop a fine white dusting inside the unit and/or fading characters on the speed/oil bar indicators. This is from the internal pieces rubbing against one another and causes the fine white dust to accumulate, as well as the fragile pins that connect the electronics internally. The easy fix here is to glue the plates together and run a layer of hot glue along the pins keeps everything nice and clean.

There are some other small items that need attention (water pump gaskets, air filter replacement, light bulb changes, etc), otherwise, everything else is well documented online to find. Just wish KTM themselves would implement these known items into their current lineups after all the individual research has been performed and conducted for the popular changes. Otherwise, the bike is one of the more reliable supermotos out there; despite holding an extra +100lbs (+45kg) to the average ‘true’ supermoto in comparison.

Fun Factor 5/5:

Like a typical KTM, there is a soul here. And it’s so hooligan like. This bike makes you do all the hooligan things but with a lot more ‘oomph’ to it. The bark of the V-Twin in the frame with the supermoto attributes of the ground clearance, handlebars, torque… Match this with the reliability of the parts installed, you can take this bike offroad, down the freeway, commute… It’s ridiculous how much character this bike has and how you can use it on the streets. That front wheel wants to loft all the time when you whack the throttle open… The bike just has so much character. Those who have ridden it (and the 990 SMT) are so familiar with how fun this bike is to ride (and frankly to own). When the thing moves, you forget how heavy the bike is. Unless you truly are a race veteran and are the next Lukas Höllbacher on motards, that upright feeling with the beautiful chassis, you’d forget how heavy the bike is. I have gotten countless folks tell me at meets who miss their 990s from how awesome the ride is. It’s hard not to ride this bike to/from work daily from how exciting the ride is. It’s predictable, precise and all around fun.

Not to mention, the components KTM threw at this model to come out of the factory with, are excellent. Marchesini Rims, Brembo Brakes (Front AND Rear), WP Suspension, and other goodies.

Part Support 3/5:

This is where the bike has an interesting upperhand to most exotic motorcycles. The 990 series is very widespread so engine components for this vehicle are relatively easy to pick up new/used online. The parts that tend to be more prone to be problematic are fairings and model specific items. Those are rather difficult to find used online and/or through dealers. The core consumable components that need replacing (spark plugs, oil, bolts, electronics) are all relatively easy to pickup at your local motorcycle dealers fortunately. For aftermarket components, because the 990 has been around for a long while, there are countless websites, motorbike shops, and manufacturers out there with solutions and excellent inventory of upgrades to the bike. The score in which I gave it, is more for the concerns should you go down or need something from these vast online options, you’ll need to wait a bit before you can get back on the road.

Home Improvement 4/5:

Like most KTMs, you can rip the bike down to the frame in less than half an hour. Like most of the Big 4 Japanese manufacturer bikes, the similarities to how the bike performs and operates is quite similar. Most of the needed tools will be the same, with a few differences here and there; but overall, you’ll transition from hex socket head bolts to torx head bolts. You’ll need your best friend the torque wrench, half dozen 10mm sockets with your torx collection, and some new choice items here and there, and you’re pretty much set to disassemble and reassemble most items on this motorbike.

Adaptability *5/5* (Optional):

Gotta say, for a ‘Supermoto Racing’ model, this bike can do it all. I’ve been offroad, through sand, mud, highway miles, rain, you name it. I have been through it on this machine. Once you slap the SMT model seat on it, you literally get more comfort from the seat, and the upright position is just awesome. You have all the space in the work to move around, can lean over the tank or away from, and you’re all set for those long rides along the coast or through the downpour you managed to get stuck in. For being a race oriented bike, the suspension is insane, the power is smooth with the right mods and AFR mapping, and leaves that grin after every turn or overtake.. For being fun and having the ability to be reliable and go anywhere, what a great bike.

Buy Again?

You bet I would buy this bike again given the chance again!

They are relatively rare, have the SMT and Adventure DNA, but is light enough to compete with other sport bike while being just as reliable. Insurance is low, parts are relatively available, and can be hard for a fraction of what a brand new bike costs these days (2024 when this was written). If you can find one in good shape, and have the cash and desire to have a beastly supermoto style heavy bike, it’s a keeper!

Some eye candy competition choices:

• Ducati Hypermotard Series (1100 / 796 / 950 / Mono 698)

• Aprilia Dorsoduro Series (750 / 1200 / 900)

• KTM Superduke Series (990 / 1290)

• Yamaha MT09

• Yamaha Tenere