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“The Duke’s massive lowend<br />
grunt quickly blends into<br />
equally brilliant mid-range<br />
power. Here’s the real kick in the<br />
saddle—it doesn’t stop raging<br />
until you’re shaking hands with<br />
the rev limiter.”<br />
can develop. The monstrous<br />
V-twin wicks up without any<br />
hesitation, even when slogging<br />
along at city speeds, sending<br />
the rpm gauge flying as-youplease.<br />
The Duke’s massive<br />
low-end grunt quickly blends<br />
into equally brilliant mid-range<br />
power. Here’s the real kick in the<br />
saddle—it doesn’t stop raging<br />
until you’re shaking hands with<br />
the rev limiter.<br />
2. Those performance<br />
gains didn’t come out of thin<br />
air—they are a product of<br />
being able to bring it in more<br />
efficiently, among other<br />
updates. If you want to create<br />
more power, you’ll need to draw<br />
in more air and fuel, then expel<br />
exhaust gasses more effectively,<br />
so that’s just what KTM did. To<br />
that end, a wholly revised air<br />
intake through the center of the<br />
headlight has been introduced,<br />
coupled with a redesigned<br />
airbox that creates a ram-air<br />
effect at high rpm. Also, top-feed<br />
fuel injectors and more powerful<br />
coils have allowed engineers<br />
finer control with fueling,<br />
creating much better response<br />
at the throttle. Meanwhile, larger<br />
54mm and 60mm headers<br />
increase The Beast’s ability to<br />
eject gasses, while also making<br />
use of a dual catalyst solution.<br />
The main catalytic converter<br />
is under the motor, and a<br />
secondary unit is in the new<br />
muffler to beat emissions.<br />
54 RIDEFAST MAGAZINE MARCH <strong>2020</strong>
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