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Random freezes, missing sound and display glitches usually trace back to one bad driver. Find and replace yours safely.Free scan · under a minuteThere is no evidence-based universal winner between these two motorcycles. On the manufacturer figures available for the US-market 2025 Ducati Monster and the KTM India 890 Duke R, the KTM claims more peak power and torque, while the Ducati lists a lower standard seat. The bikes are also from different specification pages and markets, and their weight figures use different conventions. That makes this a specification-led buying guide—not a claim about which motorcycle is quicker on a road, more comfortable over a day, or better on a racetrack.
First identify the Ducati generation you are considering. The 2025 Monster is the 937 cc model discussed in the main comparison. Ducati’s newer 2026 Monster V2 is an 890 cc motorcycle with different published figures, so it should not be mixed into a 2025-versus-890 Duke R comparison.
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Which exact motorcycles are being compared?
“Ducati Monster” is not a complete model description. Ducati’s US MY25 specification page identifies a 937 cc Monster, while Ducati’s MY26 page describes a separate 890 cc Monster V2. The KTM figures used here come from KTM India’s 890 Duke R page. Those pages do not establish one common model year, country, equipment package, price list or test protocol.
Accordingly, the main comparison below is explicitly:
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- Ducati Monster MY25, US-market specification page (937 cc).
- KTM 890 Duke R, KTM India specification page (889 cc).
Specifications and standard equipment can vary by market. Confirm the exact year, trim, homologation equipment and dealer specification for the motorcycle sold where you live before placing a deposit.
Specification comparison: the numbers that are actually published
| Criterion | Ducati Monster MY25 (US page) | KTM 890 Duke R (India page) | How to read it |
|---|---|---|---|
| Engine displacement | 937 cc | 889 cc | Different engine generations and capacities; displacement alone does not determine performance. |
| Claimed peak power | 111 hp (82 kW) at 9,250 rpm | 121 PS (89 kW) at 9,250 rpm | KTM’s listed peak is higher. hp and PS are closely related but not identical units, so retain the original labels. |
| Claimed peak torque | 93 Nm at 6,500 rpm | 99 Nm at 7,750 rpm | KTM’s listed peak is higher, and it occurs at a different engine speed. |
| Published mass | 179 kg wet, without fuel | 180 kg kerb | Not an apples-to-apples weighing: the stated measurement conventions differ. |
| Standard seat height | 820 mm | 834 mm saddle height | The Ducati is listed 14 mm lower in these specifications. |
| Fuel-tank capacity | 14 L | 14 L | Equal stated capacity; real range still depends on consumption and riding conditions. |
| Front brake equipment | Brembo M4.32 front calipers | Brembo Stylema front calipers | Different named components; the specifications do not establish stopping distances or feel. |
| Front suspension information | Manufacturer lists the Monster equipment; the cited page does not provide a directly comparable package description here | WP APEX 43 front suspension | Do not infer handling superiority from the component names alone. |
| Display | 4.3-inch TFT | Not stated in the cited KTM specification details | Confirm the local bike’s instrument specification. |
| Rider aids named on the pages | Riding modes, power modes, cornering ABS, traction control, wheelie control and Quick Shift | Ride modes, MTC traction control and Supermoto ABS | Feature names and regional packages are not necessarily equivalent. |
The figures in this table are manufacturer claims, not independent dyno, scale or instrument measurements. The Ducati values come from its MY25 US page; the KTM values are from the KTM India page accessed in 2026.
Is the KTM 890 Duke R more powerful?
On the published MY25-versus-KTM-India figures, yes: the 890 Duke R lists 121 PS (89 kW) at 9,250 rpm, compared with the Monster’s 111 hp (82 kW) at the same stated peak speed. The KTM also lists 99 Nm at 7,750 rpm, versus 93 Nm at 6,500 rpm for the Ducati.
Those are peak-output comparisons, not acceleration results. They do not account for gearing, throttle calibration, traction-control intervention, fuel load, rider mass, atmospheric conditions or whether the two manufacturers’ test methods are identical. A higher catalog peak therefore supports the narrow conclusion that the KTM claims more output; it does not prove a particular quarter-mile time, top speed or overtaking advantage.
What the different torque rpm figures mean
Peak torque arrives at 6,500 rpm on the Ducati specification and 7,750 rpm on the KTM specification. That tells you where each manufacturer records its maximum, not how much torque either motorcycle makes at every road speed. The shape of the torque curve, final-drive gearing and riding mode can matter more to the sensation at a given speed, and none is established by these pages.
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Why hp and PS should not be silently combined
Ducati publishes horsepower (hp) and KTM publishes metric horsepower (PS). Both are power units, but they are not mathematically identical. Keeping the source units visible avoids presenting a false precision. The kW figures are also retained exactly as listed by each manufacturer.
Which motorcycle has the lower seat?
The MY25 Monster’s standard seat is listed at 820 mm. The KTM 890 Duke R’s saddle height is listed at 834 mm, making the Ducati’s published standard seat 14 mm lower.
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Ducati’s lower-seat configurations
Ducati lists a low-seat accessory for the MY25 Monster. In the configurations described on its page, the seat can be 800 mm with the low seat, or 775 mm when the low seat is combined with the low-suspension kit. Those figures are accessory configurations, not the standard motorcycle. Verify model-year compatibility, local approval and actual availability with a Ducati dealer before relying on them.
Seat height is not the whole fit calculation
Two riders with the same inseam can have different reach because of leg, torso and foot proportions. Handlebar position, tank width, seat shape, suspension sag and the ability to move on the seat also affect confidence at a stop. Treat the 820-versus-834 mm difference as a useful starting point, then sit on the exact local motorcycle wearing the boots you intend to use.
How should the weight figures be compared?
The numbers are close—179 kg for the Ducati and 180 kg for the KTM—but the definitions are not. Ducati says “wet, without fuel”; KTM says “kerb.” A wet-without-fuel figure excludes the 14-litre fuel load, while “kerb” can represent a ready-to-ride configuration under the manufacturer’s own convention. Because the pages do not define the terms identically, it is not valid to call either motorcycle definitively lighter from this one-kilogram difference.
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For a meaningful local comparison, ask the dealer for the homologated ready-to-ride mass, including the same fuel level and any market-required equipment, or weigh both motorcycles under the same conditions. Do not add the full 14 litres to one number and assume that produces an official cross-brand result; fuel density and the manufacturers’ stated baselines still need to match.
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Chassis, brakes and electronics: what is listed and what is not proven
Braking hardware
The Ducati page names Brembo M4.32 front calipers, while the KTM page names Brembo Stylema front calipers. Those are different components, but a component name is not a braking test. Pad compound, discs, tyre specification, ABS calibration, lever ergonomics and temperature all influence real stopping performance.
Suspension
KTM specifically lists WP APEX 43 front suspension. The available Ducati details identify the Monster’s equipment but do not provide a directly comparable suspension specification in the cited material. Even when two bikes use similarly described forks, spring rates, damping settings, adjustability and setup for rider weight determine how they behave. A road or track evaluation is required to rank ride quality or cornering ability.
Electronic rider aids
The MY25 Monster page lists riding and power modes, cornering ABS, traction control, wheelie control and Quick Shift. KTM’s page lists ride modes, MTC traction control and Supermoto ABS. These labels indicate the systems each manufacturer identifies, not an equivalent feature-by-feature test. “Supermoto ABS,” for example, is a specific operating strategy; it should not be treated as interchangeable with every cornering-ABS mode on another motorcycle.
Check the local owner’s manual and equipment sheet for the exact modes, whether Quick Shift is standard or optional in your market, and which settings are available in each mode. Software behavior can matter as much as the headline feature list.
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Which is faster in real riding?
The supplied manufacturer pages cannot answer that. They provide claimed peak power and torque, but no instrumented acceleration, rolling-acceleration, top-speed or lap-time results conducted under a common protocol. The KTM’s higher listed peaks make it the output leader on paper; they do not establish a real-world speed winner.
If acceleration is your deciding factor, compare independent tests that use the same test conditions, or arrange a safe, legal test ride focused on the speeds and gears you actually use. Keep tyre condition, fuel load, rider position and electronic settings consistent. Never use public roads for racing or top-speed testing.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Which is better for street riding?
There is no supported universal answer, because “street riding” includes commuting, urban stops, weekend back roads and long highway trips. The available specifications point to different priorities rather than a single winner.
Choose the Monster first when fit and low-speed confidence lead
- The 820 mm standard seat is a better starting point for a rider who needs less reach than the KTM’s 834 mm saddle.
- The listed 800 mm and 775 mm accessory configurations create additional fit options, subject to compatibility and local availability.
- The Ducati page provides a clearly stated 14-litre tank and a broad electronic-aid list, including cornering ABS and wheelie control.
These are suitability observations from published equipment and dimensions, not a claim that the Ducati is more comfortable or easier to ride for everyone.
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- Its listed 121 PS and 99 Nm exceed the Ducati’s listed 111 hp and 93 Nm on the specified pages.
- Its page names WP APEX 43 front suspension and Brembo Stylema front calipers, equipment that may appeal to a rider prioritizing the KTM’s stated hardware specification.
- The 834 mm saddle should be treated as a fit checkpoint, especially for shorter inseams or frequent stop-and-go use.
Those points still do not predict handling, comfort or reliability without a comparable test and local ownership data.
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Ownership information: what can—and cannot—be concluded
Ducati service intervals that are stated
Ducati lists MY25 Monster maintenance service at 15,000 km (9,000 miles) or 24 months, with valve-clearance checks at 30,000 km (18,000 miles). These intervals help with planning, but they are not a complete ownership-cost calculation. Labour rates, consumables, regional schedules and dealer pricing can change the total substantially.
Why a KTM cost verdict would be premature
The cited KTM material does not establish a directly comparable service interval, warranty, local price, dealer coverage or resale result. It would therefore be misleading to call either motorcycle cheaper to own, more reliable or better supported. Obtain written local information for both motorcycles covering scheduled services, valve checks, parts, warranty terms and roadside assistance before treating ownership as a deciding factor.
Prices and markets
No common-market prices are established here. The KTM page is regional to India, and Ducati cautions that specifications and equipment may vary by market. Do not transfer an Indian price to another country or treat a US specification page as a global equipment list.
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- Write down the exact variant. Record model year, country, trim, standard equipment and whether the Ducati is the MY25 937 cc Monster or MY26 890 cc Monster V2.
- Check your fit. Sit on both bikes, place both feet as you normally would, and test the clutch, bars and steering lock while wearing riding boots.
- Compare equipment on the actual dealer motorcycles. Confirm brakes, suspension, display, Quick Shift, ABS modes and any accessory seats against the local specification sheet.
- Request ownership figures. Ask each dealer for on-road price, scheduled-service pricing, valve-check cost, warranty duration, parts lead times and insurance assumptions in your market.
- Test ride legally and consistently. Use the same route and conditions, paying attention to low-speed balance, throttle response, gearbox operation, heat, braking feel and comfort rather than trying to establish a race result.
- Recheck accessory fitment. If you need the Ducati low seat or low suspension, obtain written confirmation that the parts fit your model year and that ground clearance and suspension setup remain acceptable for your use.
Do not confuse the MY26 Monster V2 with the MY25 comparison
For context, Ducati’s MY26 Monster V2 page lists 890 cc, 111 hp, 91.1 Nm, 175 kg wet without fuel and an 815 mm standard seat. Those are MY26 figures. They are not alternate values for the MY25 937 cc Monster and should not be inserted into the main table as though Ducati had one unchanged model.
The MY26 data also changes the shape of the question: an 890 cc Monster V2 is a different generation from the 937 cc MY25 bike. If a dealer is offering the newer model, restart the comparison with the exact local MY26 equipment and price rather than relying on this MY25-versus-KTM table.
Bottom line for the two specified motorcycles
For the MY25 US Ducati Monster and KTM India 890 Duke R figures used here, the KTM is the paper-output leader, listing 121 PS and 99 Nm. The Ducati is the lower-seat option at 820 mm versus 834 mm, and it offers additional low-seat configurations. The near-equal published weights cannot be ranked accurately because “wet without fuel” and “kerb” are different definitions. Pick between them by deciding whether your first constraint is claimed engine output, rider fit, or a locally verified ownership package—and use a same-condition test ride to answer the ride-feel questions that specification sheets cannot.
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