KTM North America Inc. has announced the 2023 Duke and Super Duke Duke range. After a brief hiatus, the 790 Duke and 1290 Super Duke GT will be back in KTM’s lineup, and they’re joined by the returning 890 Duke R and 1290 Super Duke R Evo. The 2023 KTM Duke and Super Duke range will begin shipping to authorized KTM dealers in December 2022, but pricing has not yet been announced.
Introduced in 2017, the KTM 790 Duke sold more than 29,000 units, and was later upgraded to the 890 Duke. KTM says the 2023 790 Duke is a “true mid-range motorcycle” that joins the 890 Duke R to fill the gap between the 390 Duke and the 1290 Super Duke R Evo.
The 790 Duke will be powered by KTM’s LC8c parallel-Twin DOHC engine with 799cc of displacement and two balancer shafts for smooth power delivery and minimum vibration.
2023 KTM 790 Duke
The 2023 KTM 790 Duke features throttle-by-wire, a PASC slip/assist clutch, three ride modes (Rain, Street, and Sport), lean-angle- sensitive Motorcycle Traction Control (MTC), cornering ABS with Supermoto mode, a full-color 5-inch TFT display, and LED lights front and back.
Optional features include Quickshifter+, Motor Slip Regulation (MSR), cruise control, tire-pressure monitoring, and Track mode, which includes traction control slip adjuster, anti-wheelie mode, launch control, and three levels of throttle response variation. The bike has a 3.7-gal tank and a dry weight of 383.6 lb.
2023 KTM 790 Duke
In terms of looks, the 2023 KTM 790 Duke introduces two new colorways to the mix: a traditional KTM orange scheme and an all-new gray and black motif.
2023 KTM 790 Duke in traditional orange scheme
2023 KTM 1290 Super Duke GT
2023 KTM Super Duke GT
The KTM 1290 Super Duke GT sport-touring bike has also returned to North America for 2023. KTM says the bike was “designed to offer riders a unique Grand Touring experience but engineered to be a true Sports bike underneath the touring parts.”
The 2023 KTM 1290 Super Duke GT has enhanced emissions control and a reworked 1,301cc LC8 V-twin engine and the same standard features of the 1290 Super Duke R Evo.
2023 KTM 1290 Super Duke GT
However, the WP APEX semi-active suspension on the 1290 Super Duke GT has been geared for the long-distance tourer, enabling the rider to set the suspension according to four different riding situations: Rider, Rider & Pillion, Rider & Luggage, or Rider, Pillion & Luggage. On top of that, the anti-dive function is fitted as standard. The larger 6.1-gal tank also contributes to the touring capabilities.
The wheels are also the same as the 1290 Super Duke R Evo and boast a weight savings of 2.2 lb of unsprung mass over the old set of rims. These all-new lightweight wheels are wrapped in new Continental ContiSportAttack 4 tires, boasting a sportier and more stable riding experience while delivering on the demand for a sportier tire to match the bike’s versatility. The 1290 Super Duke GT has a dry weight of 476 lb.
2023 KTM Super Duke GT
A new 7-inch TFT display has a newly designed layout, and the setup is completed by the new switchgear that KTM says not only feels premium but also allows for intuitive interaction between the rider and the dash itself.
The 2023 KTM 1290 Super Duke GT will also debut an all-new navigation system called Turn-by-Turn Plus, which will be available via KTMconnect and further enhance the touring experience. TBT+ allows navigation instructions to be projected directly on the TFT display.
2023 KTM Super Duke GT
Powered by SYGIC, TBT+ can also operate offline, allowing riders to plan their journey and adventure from remote locations, with the Navigation feature using industry-standard mapping to guide riders to their destination of choice. There’s also an advanced search feature and a diverse range of POIs including gas stations, restaurants, and rest stops. Or you can select one of your pre-saved destinations directly from the TFT dash.
2023 KTM 1290 Super Duke GT
The new system also allows for waypoints to be skipped without prompting a turnaround. The system will merely recalculate and find the next available route to get you back on track. Also, the last 10 destinations searched are automatically saved and available directly on the dashboard.
2023 KTM 890 Duke R
2023 KTM 890 Duke R
KTM says the 790 Duke is great for introducing a new generation of riders to the world of the Duke naked bike, “and when they’re ready to take things to the next level, the 2023 KTM 890 Duke R is waiting.” The company added that the 890 Duke R is as comfortable on mountain roads as it is on the track.
In addition to the standard features mentioned above for the 790 Duke, the 2023 KTM 890 Duke R has adjustable, track-ready WP APEX suspension, monoblock Brembo Stylema calipers grabbing 320mm front discs, and Michelin Power Cup II tires. The bike has a 3.7-gal tank and a dry weight of 377 lb.
2023 KTM 1290 Super Duke R Evo
2023 KTM 1290 Super Duke R Evo
Taking it up a notch, KTM’s flagship street motorcycle, the KTM 1290 Super Duke R Evo, underwent its most significant update in 2020, boasting a number of tweaks and engineering improvements, including a reworked 1,301cc LC8 engine and an all-new chassis.
In 2022, the latest incarnation of “The Beast” was launched with the same LC8 engine making a claimed 180 hp and 103 lb-ft of torque. The bike was dubbed the “Evo” thanks to the evolution of the second-generation WP APEX Semi Active Suspension with damping adjusted in real-time based on conditions in three preset modes: Sport, Street, and Comfort. Rear spring preload can be set via the TFT display’s menu over a 20mm range in 2mm increments.
KTM says the 2023 KTM 1290 Super Duke R Evo has “the most power and torque in the family and the most advanced electronics to keep it all under control.” The bike features Motorcycle Stability Control (MSC) with cornering ABS by Bosch including Supermoto ABS, ride mode technology, and multi-stage, lean-angle sensitive Motorcycle Traction Control (MTC) using a 6 axis lean angle sensor, and cruise control. The bike has a 4.2-gal tank and a dry weight of 441 lb.
The KTM 1290 Super Duke R Evo is a torque monster. Once wheelie control is turned off, it will lift the front wheel on command. Experts only, please. (Photos by Kevin Wing)
Some motorcycles are like Buddha, such as a Gold Wing gliding down the road in near silence, its deep bucket seat cradling your fundament and scarcely a vibration felt at the feet and hands. Others are like mad dogs, snarling and pulling at their chains, ready to rip, tear, and lacerate at a moment’s notice. The original KTM 1290 Super Duke R was pretty much the latter – an idealized naked hyperbike that was introduced in 2014. It had terrific power, satisfying daily-rider ergonomics, and the immediate response that earmarks most race machines. KTM’s “Ready to Race” slogan was aptly fulfilled.
The 1,301cc V-Twin is the star of the show, and the Super Duke’s minimal bodywork and trellis frame does little to hide it.
Now, after eight years of evolution, the latest-gen 1290 Super Duke R Evo goes further with the addition of multi-mode semi-active WP suspension to the KTM’s existing electronic elements, including throttle-by-wire, ride modes (which adjust throttle response and engine power), cornering ABS and traction control, wheelie control, cruise control, and more. Our test bike was equipped with the Tech Pack, a $899.99 option that adds an up/down quickshifter, Motor Slip Regulation (MSR), Suspension Pro, and Track Pack.
The settings may be configured statically or on the fly via multifunction switchgear on the left handlebar. The multilayered menu appears bright and crisp, day or night, on a 4.8-inch color TFT screen, which also includes a hockey-stick-style tachometer, a large digital speedometer, a gear-position indicator, and various annunciators.
With its top-shelf components and comprehensive electronics, the KTM is designed to work equally well on road or track.
FIRE ME UP
Let’s take a ride. There is no traditional ignition key, but rather an electronic transponder with a flip-out key that’s used only to unlock the seat. Approach within a few feet of the bike and the transponder and machine connect wirelessly. A quick press of the master power button on the right handlebar unlocks the fork and gas cap and illuminates the instrument panel.
From there, climb aboard and tag the start button. The highly tuned 1,301cc DOHC 75-degree V-Twin whirs and churns like a Massey Ferguson before firing and settling into a grumbling baritone idle through its enormous stainless headers. Sound pressure recorded at idle at helmet height was 88 decibels. And it gets louder as the revs build, naturally along with wind noise.
Bikes in KTM’s naked and adventure lineups share a common design language, with a vertically split headlight surrounded by a daytime running light.
While the liquid-cooled motor warms up – we found the KTM to be somewhat coldblooded – use the opportunity to configure the electronic engine and chassis parameters for the ride. Which invites a fair question: What kind of ride?
First, select a ride mode: Street, Rain, and Sport modes are standard, while Performance and Track modes are part of the optional Track Pack. Next, select a suspension damping mode: Comfort, Street, and Sport are standard, along with electronically adjustable rear preload (in 2mm increments). Track, Advanced, and Automatic modes are part of the optional Suspension Pro package, which also adds automatic preload leveling with three modes (Low, Standard, and High). You can also turn off both traction control and MSR, turn off the quickshifter, and select an ABS mode (Road or Supermoto, which deactivates ABS at the rear wheel). Or not. Everything can be left in default settings, and you can just grab a gear and go.
The scratch-and glare-resistant TFT display shows speed in a big, bold font with a hockey stick-style tachometer at the top.
It would take much more space than we have available to review all the settings and permutations. It takes some time to get familiar with everything, but for most riders the only settings that will be regularly changed are ride mode and suspension mode. Two customizable profiles allow riders to configure their favorite settings and toggle between them using a switch on the right handlebar. Set it and forget it.
CREATURE COMFORT
Let’s start the ride with the default Street ride mode and the genial Comfort suspension mode to get a baseline understanding of how the semi-active suspension interplays with the carryover electronics. It’s surprising what a pleasant motorcycle the 1290 SD-R Evo is with these soft settings. The suspension – a 48mm WP inverted fork, a linked monoshock, and a single-sided swingarm – is surprisingly comfy. Rowing across town, I found the steering characteristics to be pure joy. The Super Duke is nimble and agreeable for any necessary urban maneuver, from tight turns to quick lane changes to streaking away from offensive traffic.
KTM’s optional Suspension Pro package adds an anti-dive function to the semi-active suspension, preventing the fork from compressing excessively under heavy braking.
Switching to the Street suspension mode, the ride quality still proved fine for a rabid naked bike making a claimed 180 hp. So is the engine’s vibration signature, a minor miracle in that the motor is bolted solidly to the space frame’s thin-wall chromoly tubing, and serves as a stressed member. The motocross-style tapered aluminum handlebar wears a pair of 6-oz bar-end mass dampers, which change the bar’s resonant frequency to quell engine-induced vibration in the grips.
The semi-active suspension is made by KTM subsidiary WP. An array of electronic sensors and actuators adjust damping in real-time based on conditions and riding behavior.
Breaking free of town onto a winding two-lane highway, I toggled to Sport mode for both ride and suspension, which firmed up damping characteristics and shock spring preload, quickened throttle response, unleashed full power, and loosened up traction and wheelie control. Like observing a dog perking up its ears, the countenance of the Super Duke noticeably sharpened. Gone was the relaxed, easy cadence of Comfort and Street modes; Sport settings picked up the pace, and so did I. Ride aggressively or casually, Honey Badger don’t care.
Bikes equipped with Suspension Pro have six suspension damping modes and three automatic rear preload modes.
In fact, the twin-spark engine is so flexible, it can just lug around as a torque monster or rage to its 10,250-rpm redline. On Jett Tuning’s dyno, the KTM generated 166 hp at 10,000 rpm and 96 lb-ft of torque at 8,400 rpm at the rear wheel in Sport mode. Horsepower increases steadily with revs, while torque is prodigious throughout the rev range, exceeding 80 lb-ft from 4,000 rpm to redline.
In town, the profiles and contact patches of the Bridgestone Battlax HyperSport S22 radials – 120/70-ZR17 front and fat 200/55-ZR17 rear – proved most agreeable. Linear, predictable, and confidence-inspiring. With their fine-particle silica compound, these refined treads are said to excel in conditions from rain to racetracks. We hit neither on this test, but on every mile of street, road, and freeway we covered, they proved highly satisfying.
A word now about seating. Though dimensionally small, the pilot’s seat feels more standard than sportbike. In other words, it’s just right for most riding activities. (If you want to go sport-touring, check out KTM’s accessory Ergo rider’s and pillion seats.) With no front fairing or windscreen, it’s full wind blast, baby. Complementing the fine steering geometry, the ergonomics are refreshingly sensible compared to superbikes – that is, except for the wide tank/airbox combination that splays knees unnaturally. Further, with its hard finishing panel at the rear, the tank can be a ballbreaker if sudden braking intrudes.
With ride modes, suspension modes, ABS modes, and other settings, the 1290 Super Duke R Evo is highly configurable. Though nicknamed The Beast, the KTM can play many roles, from docile to hyperactive.
ALL IN
For the most fun part of this test, high above the city on empty mountain roads, I toggled to the Track ride mode, which is included as part of the Tech Pack. It maximizes throttle response and power, allows rear wheelspin to be adjusted on the fly over nine levels, and turns off wheelie control. (A more street-oriented Performance mode offers the same features, but also allows riders to use cruise control and the KTM MY RIDE multimedia system.)
In Track mode, everything gets really focused. Throttle response, already made more direct thanks to the new 65-degree quick-turn throttle (reduced by 7 degrees), which also helps reduce wrist angle and elbow drop at full throttle, becomes immediate. The Track suspension mode likewise dramatically firms things up. Although harder-edged, these settings make the Super Duke the ultimate confidence-inspiring machine for attacking road or track. With so much horsepower cued up and lacking the runoff of a modern racetrack, I backed out of this after several miles and reverted to the slightly more docile Sport ride and suspension modes.
Our test of the Super Duke R Evo revealed its complete mastery of all kinds of roads, including fast sweepers and tight corners, off-camber bends, and varied surfaces. Throughout, it required no undue tugging of the handlebar to change directions, engaged in no weird chassis hijinks or bobbles, and stayed faithful and true in whatever conditions appeared. Building such a tenable package is complicated, requiring a refined blend of chassis geometry and stiffness, mass placement, suspension design and tuning, power delivery, adaptive electronics, and way more. And the Bridgestones make it all work, whether at trolling speeds or lightspeed. All primary controls – including throttle, clutch, shifter, and front and rear brakes – are balanced with a well-connected feel.
Switchgear and menus are intuitive.
There are a few demerits, but they’re relatively minor balanced against the total 1290 SD-R Evo package. Some of the handlebar switches are poorly shaped. Particularly egregious is the triangular turnsignal switch; activation feel is fine, but canceling requires pushing what feels like the pointy end of a carpenter’s pencil. Additionally, the headlight high/low switch, toggled by the left forefinger, should be larger, and the horn button is too far from the left thumb. And that 3.2-inch horn! I’m sure it’s stamped with the letters “moo,” emitting barely a plebian bleat no better than a newborn calf’s. Riders deserve better, and not just Super Duke pilots. Lastly, while I was personally happy with the clutch and front brake lever adjustability, the thumbscrews are small, and the adjustment range might not satisfy riders with small hands. Balancing this, the shift lever and rear brake pedal (and fork stops) are also adjustable, albeit with some light wrench work.
The Super Duke R Evo’s optional quickshifter can be turned on or off through the electronics menu. It works spectacularly for rapid upshifts, but is quite sensitive, and so a careless touch of the gear shift lever interrupts power. Admittedly, this only caused problems during particularly aggressive riding. Bottom line, for track duty or raging up a mountain road, the quickshifter is a fine addition; for street riding, though, I was happier deactivating it.
The Beast’s confidence-inspiring handling and stout motor are delightful when bending into corners and exploding out of them.
Part of the Suspension Pro package is a programmable anti-dive feature. I well remember hammering bikes with conventional inverted forks and cursing the nosebleed dives they’d make under hard braking while rushing downhill. No worries with the SD-R Evo, as this feature keeps the chassis more balanced and its rider happy. While eclipsing miles of narrow, twisting downhill road, the 1290’s chassis, Bridgestones, and Brembo brakes with Stylema 4-piston radial front calipers seamlessly mastered the conditions, with excellent feedback and precision. The tires offer an additional advantage of sticking even when they’re cool. Translation: Premium DOT sport tires are a great choice for the wide range of conditions that this improved Super Duke can handle.
TASTES GREAT, LESS FILLING
As much as I enjoyed my time aboard the 1290 while bending it into and out of undulating mountain corners, the KTM proved to be well-mannered on efficient-yet-boring freeways. That’s the real magic of bikes like this with fully customizable riding dynamics. You can tame the power, soften the suspension, and set the cruise control, all while queueing up your favorite song on your smartphone. At 70 mph on the freeway in 6th gear, the engine turns a relaxed 3,500 rpm. The motor seems to be at its smoothest exactly at this point, perfect for touring or droning commutes. On the highway, I found no detriments to the nimble steering geometry; the 1290 tracked beautifully and retained excellent stability.
Modern bikes like this latest Super Duke augment riding fun while reducing certain hassle factors. Pull into a gas station, drop the sidestand, hit the kill switch, and pop open the fuel filler without ever pulling the fob out of your pocket. From the 1290’s 4.2-gal. tank, over a mix of city, freeway, and mowing-down-the-mountain riding, we netted 35 mpg, yielding nearly 150 miles of range. The transponder that allows key-free unlocking, starting, and fueling also simplifies locking. When parked, hit the power button to shut down the bike, then hold it down again to lock the steering.
The Super Duke’s structural chassis uses a tubular-steel trellis main frame, a composite subframe, and a cast-aluminum single-sided swingarm.
During a night ride, I happily discovered that the Super Duke’s twin LED headlights are vastly better than the first Super Duke’s halogen system. KTM surrounded the headlight array (split up the center to feed twin ram-air openings) with a racy illuminated surround in white and orange, KTM’s signature colors. Thoughtfully, the headlight assembly can be quickly removed for track duty with three fasteners and an electrical plug. Same goes for the rear turnsignal/license plate assembly. The TFT display, which automatically adjusts background colors in low-light conditions, seems even more beautifully illuminated at night. The switchgear illumination is modest but gives a general idea where the key switches are.
The 2022 KTM 1290 Super Duke R Evo is a highly attractive motorcycle for riders with serious sporting intentions – and the skills to go with them. For me, it’s close to a perfect streetbike thanks to its instantaneous response, excellent dynamics and feel, agreeable ergonomics, and the added bandwidth of its new semi-active suspension. Let’s be clear though: In its most active state, a Super Duke pushes the boundaries of sanity for streetbike performance. Do we actually need such a device? Nope. Do we want one? Absolutely!
2022 KTM 1290 Super Duke R Evo Specs
Base Price: $19,599 Price as Tested: $20,499 (Tech Pack) Warranty: 1 yr., 12,000 miles Website:ktm.com ENGINE Type: Liquid-cooled, transverse 75-degree V-Twin Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.6:1 Valve Train: DOHC w/ 4 valves per cyl. Valve Insp. Interval: 18,600 miles Fuel Delivery: Keihin EFI w/ 56mm throttle bodies x 2 Lubrication System: Dry sump, 3.7 qt. cap. Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: X-ring chain CHASSIS Frame: Tubular-steel w/ engine as stressed member, composite subframe & cast aluminum swingarm Wheelbase: 58.9 in. Rake/Trail: 25.2 degrees/4.2 in. Seat Height: 32.8 in. Suspension, Front: 48mm inverted fork, electronically adj., 4.9 in. travel Rear: Single shock, electronically adj., 5.5 in. travel Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS Rear: Single 240mm disc w/ 2-piston caliper & ABS Wheels, Front: Cast aluminum, 3.50 x 17 in. Rear: Cast aluminum, 6.00 x 17 in. Tires, Front: 120/70-ZR17 Rear: 200/55-ZR17 Wet Weight: 466 lbs. Load Capacity: 471 lbs. GVWR: 937 lbs. PERFORMANCE Horsepower: 165.5 hp @ 10,000 rpm (rear-wheel dyno) Torque: 95.9 lb-ft @ 8,400 rpm (rear-wheel dyno) Fuel Capacity: 4.2 gals. Fuel Consumption: 35.3 mpg Estimated Range: 149 miles
Since it first emerged from the dark corners of northern Austria, “The Beast” has steadily grown stronger and more fierce. From its humble origins in 2007 as the 990 Super Duke to the 180-horsepower 1290 Super Duke R that stomped onto the scene for 2015, KTM’s mighty streetfighter commands respect.
For 2022, “The Beast” has evolved into the 1290 Super Duke R Evo. It features new WP Semi-Active Technology (SAT) suspension, with damping adjusted in real-time based on conditions in three preset modes: Sport, Street, and Comfort. Rear spring preload can be set via the TFT display’s menu over a 20mm range in 2mm increments.
An optional Suspension Pro package adds three additional modes (Track, Advanced, and Auto) as well as automatic preload adjustment with three levels (Low, Standard, and High).
The 1290 Super Duke R Evo is powered by the same liquid-cooled, 1,301cc V-Twin with titanium inlet valves and resonator chambers on the cylinder heads that makes a claimed 180 horsepower and 103 lb-ft of torque. When we tested a 2021 1290 Super Duke R, it sent 166 horsepower at 10,100 rpm 94 lb-ft of torque at 8,300 rpm to the rear wheel on Jett Tuning’s dyno.
A ram air intake positioned in the headlight mask maximizes air flow to the combustion chambers, and top-feeder injectors and 56 mm throttle bodies provide optimal air to fuel mixture at high rpm. A PANKL 6-speed gearbox provides quick shift times and light lever modulation. An optional dealer-installed Performance Pack combines Motor Slip Regulation (MSR) and Quickshifter+.
For 2022, the throttle-by-wire system features a new 65-degree quick-turn throttle (reduced by 7 degrees) for a faster and more responsive throttle while also reducing rider wrist angle as well as elbow drop at full throttle. Ride modes include Sport, Street, Rain, and optional Track mode, which adds launch control, 9-level spin adjuster, an aggressive engine map, and anti-wheelie off function.
Optional Performance mode takes the Track mode concept and but adapts it for the street. Riders are still able to adjust throttle response, wheel slip, and anti-wheelie functions, but retain typical street functions such as cruise control and KTM MY RIDE.
Equipped with a 6-axis IMU, the 1290 Super Duke R Evo’s standard electronic rider aids include MSC (Motorcycle Stability Control) with cornering ABS by Bosch (including Supermoto mode) and multi-stage, lean-angle sensitive Motorcycle Traction Control (MTC).
As before, The Beast’s skeleton is an ultra-lightweight chrome-molybdenum steel frame that uses the engine as a stressed member. It has a light composite subframe and a single-sided swingarm positioned close to the output sprocket for more control and less squat under acceleration. Cast 17-inch wheels are shod with Bridgestone Battlax HyperSport S22 tires developed with a specific carcass on the rear that’s said to offer a more stable ride in corners, improving grip and performance.
A color TFT display provides pertinent info and easy menu navigation, and standard KTM MY RIDE allows smartphone pairing via Bluetooth to control audio playback and to accept phone calls.
The 2022 KTM 1290 Super Duke R Evo has more aggressive bodywork and two new colorways. Pricing and availability are TBD.
For more information or to find a KTM dealer near you, visit ktm.com.
I might be in a bit of strife. This is one of two bikes that I’ve lusted after over the past few years, and after riding it for a couple of weeks I like it a lot (incidentally the other is Yamaha’s thoroughbred R1 I recently sampled).
2019 KTM 1290 Super Duke R
Actually… it’s more serious than that, I want to have its babies. I’m seriously starting to wonder if I can make room for another bike in my shed and scratch up the coin for one. It really is that good.
Settle down Wayno, let’s go through this bit by bit and tell the good people why it’s so damn good…
2019 KTM 1290 Super Duke R
I’m a big fan of the styling to start with. It’s aggressive and purposeful without being too over the top. I even like the headlight treatment. In the metal it’s a nicely balanced design.
In the white colour scheme shown here, the orange paint on the trellis frame highlights this feature even more and accentuates the overall angular based look. Loads of nice details and angles to take in while you’re standing around thinking about your next ride…
2019 KTM 1290 Super Duke R
Sitting on board is not actually what I thought it would be. I figured it would have a fairly aggressive riding position to match the styling, but it doesn’t. The 1290 Super Duke is actually quite upright and surprisingly natural.
A really comfortable position with a super comfortable seat – again, not what I expected. My buttometer approves. And that funky headlight is positioned nice and low so that its hidden from view completely, so you see nothing forward of the dash. It’s a very dirt bike-esque view which makes the bike feel shorter than it is.
2019 KTM 1290 Super Duke R
There’s nothing in the way of showing off that engine. 1300ccs of thumping V-twin goodness. It’s actually the largest capacity V-twin I’ve ridden – and the most powerful.
175 horses and 140 Nm of torque, delivered with such little fuss that is frankly astonishing. No matter which way you slice it, that’s a whole lot of shove. Yet far from being a wild animal that needs containing, this thing can be ridden around town and cruised about on with ease.
2019 KTM 1290 Super Duke R
And then the next minute you can go dial up warp power if you want to. That’s the genius of it to me. It’ll do whatever you want it to, and not break a sweat. Roll about on standard mode at low to mid revs and relish in the seamless torque. Or stick it in sports, turn off traction control and give it its head.
I didn’t ride the earlier models to qualify the ‘Beast’ moniker, but my old TL1000S took a shit-tonne more concentration compared to the big Super Duke. Just grip it and rip it.
2019 KTM 1290 Super Duke R
Proper fast acceleration? You bet. Double tonne exiting high speed corners while pulling like a superbike. Ahuh. Fifth gear wheelies? No problem.
It’ll lift the front in third without the clutch if you want. It proper hauls. The more upright riding position and the fact that there’s no front screen to deflect the wind makes it feel fast too. That’s the bit I especially like.
On a fully faired race rep with your weight fully forward, you need to be doing double ton numbers to feel like you’re getting along at a decent pace. No so on this, which is a plus for me. A bit more wind and the need to hang on a lot more due to the more natural ride position makes it feel like you’re actually doing the speeds you’re doing.
2019 KTM 1290 Super Duke R
There’s no doubt it’s electronically hobbled in the first few cogs, which some folks will sneer at and start babbling about the good old days of full analogue motors, but it makes it dead easy to ride around town.
It’s deceptively quick too as a result as you’re more likely to get on it harder with confidence. Fuelling is amazing. The engine doesn’t cough or hiccup ever down low like you’d expect a big powerful V-twin to do.
It does have a nice pop on the over-run when you get up it which adds to the drama. I love it. It’s worth noting that it doesn’t feel like a high comp – high power engine either. The revs fall back down slower than you’d expect from something that makes 180 ponies and it doesn’t have the ‘big twin’ compression off throttle that you’d expect.
2019 KTM 1290 Super Duke R
So rolling off the gas and setting the bike up for a corner is a doddle. Even with the stock pipe and can it sounds tough too. With a proper open pipe they sound bonkers.
Surely it sucks the juice down? Range can’t be that great can it? Actually it’s pretty good. Over 350ks if you’re not being a complete lunatic. I could see 500 or 600 km days being pretty easy going on the 1290 Super Duke to be honest.
The box is awesome too. No quick-shifter, which was a bit of a surprise, but it’s not really needed. Excellent clean shifts, up and down even without the use of the slipper clutch. And that clutch has a nice progressive feel in the hand too. I found myself instinctively dragging a little clutch on hard down-changes, but that’s to make me feel comfortable. It doesn’t need it.
2019 KTM 1290 Super Duke R
The 65 degrees steering head angle is steep enough, which I was reminded of when I dropped down the first particularly long wheelie and it gave a bit of a wriggle. Nothing too dramatic as it would have been tamed somewhat by the steering damper no doubt, but enough to make me take notice.
It only did it once – so I must have come down on a bump or a cats eye or something. That steering angle doesn’t translate to any nervousness on the go, but it does give it a nimbleness that belies the bike’s weight.
In fact, far from being just a wheelie bike, the big Super Duke loves the twisties. It feels just sublime on its side and is far more nimble than you might expect from a big 1300cc V-twin with an enormous crank. I reckon it’s just about the perfect modern road-sports bike chassis to be honest.
2019 KTM 1290 Super Duke R
Now it’s obviously not as nimble as something like an R1. But it’s not as nervous either, or as much hard work. And way, way, way more comfortable. For eight or nine-tenths riding which is about the limit on the road – it’s bang on. You’d never out-run one in the twisties regardless of what you were on.
The brakes are great too. Dirty great big 320 mm Brembos that offer plenty of power and feel. They feel right on the money for the package which, by the way, comes in at a claimed 195 kilos dry. It washes off speed well – and the lean angle sensitive ABS throws some more confidence your way to drag the picks in a little deeper towards the apex.
2019 KTM 1290 Super Duke R
All helped by some quality WP suspension at both ends. I had not even bothered too much with the dials on the fully adjustable 48mm forks (left fork is compression, right is rebound), or the shock, which has controls for rebound and both high and low speed compression. Out of the box it was near perfect for me.
Trev tells me that some fella by the name of Jezza McWilliams has final sign off on chassis set-up and suspension and traction control and stuff on most of the bike KTM road bike. He must know what he’s doing that bloke.
2019 KTM 1290 Super Duke R
So styling, comfort, engine, brakes, chassis, suspension are all mega. There has to be something that could be improved?
Well the fuel range meter has the same issues that the 790 Adventure has. It’s a little all over the place when it gets down to the last tenth. I nearly ran out of fuel (it was coughing) on day five. So that’s not ideal.
The default dash display has room to show the remaining range but shows ambient temp instead. I don’t need to know that. I already know if its warm, cold, or bloody cold. Use that space to tell me something useful instead please.
2019 KTM 1290 Super Duke R
And the TC and ABS sensors seem to throw a hissy fit during the aforementioned shenanigans. Almost every time I dropped the front wheel from a proper fifth gear wheelie – the dash lit up like a Christmas tree.
The sensors seemingly lose their shit as the front wheel speed increased by a whole lot in the space of a few metres… It didn’t affect the ride at all, and sorted itself out when I turned it off and on a few times to reset it. So…
The adult in me thought it was a bit annoying. But the child in me started seeing it as a goal to be achieved each ride. Akin to an achievement award from KTM. The child in me generally wins, but I reckon a software update could be in order.
2019 KTM 1290 Super Duke R
Final thoughts? I think you get the gist by now. This is probably the nicest modern sports bike I’ve ridden. Engine is epic. Handling is damn near perfect for road charging. And if wheelies are your thing, just get one already. Like I said earlier, I’m in trouble. I have a new benchmark.
If anyone has tips on how to convince the missus that a third bike in the shed is a really good idea then please let me know. As soon as possible.
