KTM 1290 Super Duke “The Beast”

In the form of the KTM 1290 SUPER DUKE R, KTM has crowned its legendary Naked Bike model range with a machine that redefines the term 'Streetfighter'. One look at its impressive performance data and aggressive design is enough to see that the 1290 R is the most extreme Super Duke ever. Thanks to unbeatable performance in conjunction with the versatility provided by the adjustable riding modes and PowerParts setups. Pure riding pleasure is pre-programmed - from the racetrack to the city and everywhere in between. The new KTM 1290 SUPER DUKE R perfectly embodies the KTM philosophy: endless power, highest precision, perfect ergonomics, finest ingredients, not a gram too much, simply "Ready to Race"! The KTM 1290 SUPER DUKE R – high-tech in an aggressive design with unprecedented functionality and razor-sharp sportiness reduced to the essentials. The new KTM 1290 SUPER DUKE R transforms optimum performance with maximum safety into ultimate riding pleasure.

Dashboard
The KTM 1290 SUPER DUKE R supplies its rider with all necessary and desirable information on a state-of-the-art, clearly arranged instrument cluster from VDO. Core data is displayed on a central instrument that consists of an analogue rev counter with integrated, adjustable gearshift light and an LCD display. This display is dominated by a digital speedometer and supplemented with a digital clock, a gear indicator, bar graphs for coolant temperature and fuel level plus the display for the selected ride mode. A second LCD display is positioned to the left of the central instrument, which serves the purpose of conveying important additional information and displaying numerous menu pages as a screen for the on-board computer. Everything is tidy, clean, clear, intuitive and simple to operate – while riding as well.

Mode switch
The on-board computer's menu pages are selected and operated using the four control keys of the mode switch on the left handlebar grip. It's very simple and intuitive: "up" and "down" through the menu selection, select the desired menu item with the left button, confirm it with the right, job done! The Exit key on the left of the mode switch can be pressed at any time to return to the previous menu level. A user can learn menu navigation in no time at all.

Ergonomics
Have you ever thought about seat position? Stack and reach, leg arch length, seat height, seat foam, knee angle and knee contact, handlebar width, position and offset, the shore hardness of grip rubbers, tall riders, short riders, fat or skinny – simply everything is as it should be on the new 1290 Super Duke R. Simply get on and feel comfortable. Everyone. Male or female.

User value
Surprises are best when nobody expects them. For example, the KTM 1290 SUPER DUKE R is very economical with fuel. And it only needs to be serviced every 15,000 km. And it comes with a daytime running light as standard, amazing wind protection plus sufficient comfort for longer trips.

Maximum performance, optimum safety

Rider assistance
The unique combination of a sensational engine with a perfectly balanced chassis supplies the rider with unlimited riding pleasure and a high level of safety in all conditions on the KTM 1290 SUPER DUKE R. The prerequisites for absolute predictability and highest safety levels are provided not at least by the KTM 1290 SUPER DUKE R's leading-edge assistance systems: ride-mode technology, ride-by-wire, lean-sensitive traction control (MTC) and Bosch 9M+ two-channel ABS.

Ride-mode-technology
Ride-mode technology provides the rider with a choice of three ride modes on the KTM 1290 SUPER DUKE R, which can be selected quickly and simply with the mode switch on the handlebar. In conjunction with the ride-by-wire system, the selected ride mode influences the general responsiveness of the engine, its maximum peak power and traction control (MTC) intervention. "Street" and "Sport" modes deliver a full 173 hp and appropriately potent power development with a sporty traction setting. By contrast, "Rain" mode limits maximum output to 100 hp with smoother performance and traction characteristics.

Ride-by-wire
Instead of the electronic injection system's throttle valves being controlled by cables, ride-by-wire processes throttle twist grip movements with the help of electronic sensors and activates the throttle valves accordingly using servo motors. However, the ride-by-wire system on the KTM 1290 SUPER DUKE R achieves even more: It electronically translates the throttle commands of the rider into optimum throttle valve positions for the current riding situation. Choking, jolting and involuntary wheelies are a thing of the past.

Traction control (MTC)
The MTC (Motorcycle Traction Control) lean-sensitive traction control system reacts immediately, if the rotational speed of the rear wheel is disproportionate to the riding situation. In a matter of milliseconds, MTC reduces the engine output with an extremely smooth, barely perceptible intervention at the throttle valves, until the system has reduced slippage to optimum proportions for the selected ride mode and current angle of lean. Depending on the selected ride mode, MTC traction control allows different levels of traction slip at the rear wheel. In "Street" mode somewhat more than in "Rain" mode, while slight power slides are allowed when exiting curves in "Sport" mode. All this means that the rider can concentrate on the run of the road and other road users – the guarantee for maximum performance and ultimate riding pleasure, but also a decisive contribution to active safety. For particularly ambitious riders, who feel like enjoying the breathtaking propulsion of the KTM 1290 SUPER DUKE R without any electronic assistance, the traction control can also be switched off.

Anti-lock braking system (ABS)
Like no other ABS, the Bosch 9M+ two-channel, anti-lock braking system on the KTM 1290 SUPER DUKE R, stands for extremely short braking distances with optimum vehicle control. The system modulates brake pressure in such a way that locking of the wheels is prevented perfectly and the endo tendency is minimised when braking hard on surfaces with good grip. Depending on the selected ride mode (Sport, Street, Rain), the traction control system intervenes sportily/delayed to safely/undelayed. For racetrack use, ABS can be deactivated at both, the front and rear wheel. In "Supermoto" mode, only the rear wheel is freed from ABS intervention.

Front brake
More than adequate deceleration is ensured at the front wheel on the KTM 1290 SUPER DUKE R by a Brembo twin-disc brake with two floating, 320 mm, perforated brake discs, two radially mounted, M50 four-pistons monobloc fixed callipers and a radial hand pump. The spacing between hand brake lever and handlebar is adjustable so that the lever is within easy reach for every rider.

Rear brake
The front brake receives effective support from the disc brake on the rear wheel, which features a two-piston fixed calliper. The enormous potential of the Brembo brakes can be exploited to the full on the KTM 1290 SUPER DUKE R thanks to its sportily tuned anti-lock braking system.

Steering damper
With its extraordinary stability and razor-sharp precision, the KTM 1290 SUPER DUKE R doesn't really need a steering damper. However, on a motorcycle with 173 hp, the front wheel does become light when riding hard and then any pothole or little bump in the road can cause handlebar kick-back. The KTM 1290 SUPER DUKE R is therefore equipped for safety reasons with an equally reliable and sensitive, hydraulic steering damper from WP Suspension.

Single-sided swingarm
The jaw-droppingly beautiful, light alloy, single-sided swingarm on the KTM 1290 SUPER DUKE R is not only the lightest in its class, but also particularly and precisely manufactured and generously dimensioned – a potent partner when the Super Duke R unleashes its torque and riding dynamics. The rear wheel is fitted to an axle 50 mm in diameter and bolted in place with a 60 mm central wheel nut. The design of the swingarm is adapted optimally to the tubular trellis frame in terms of flexural behavior and stiffness. A high-precision, eccentric adjustment is used for tensioning the chain.

Shock absorber
The directly articulated, high-quality WP pressurised-gas central rear shock with external remote reservoir offers numerous setting options over a wide set-up range. Compression and rebound damping can be regulated independently – with separate settings for high-speed and low-speed compression damping. In addition, the spring preload can be adjusted by hand.

Telescopic fork
Thanks to multiple setting options for spring preload and damping, the extremely stable and torsion-resistant upside-down telescopic fork from WP Suspension on the KTM 1290 SUPER DUKE R also enables optimum adjustment of the chassis in order to suit the respective operational use and preferences of the rider. Not only can rebound and compression damping be set separately, but also completely independently from each other thanks to the 'split principle' (the left fork tube controls compression and the right one rebound damping). This allows riders to find their desired set-up quicker and more precisely.

Wheels and tyres
With seamlessly wound tread strips, the tailor-made Dunlop Sportsmart² tyres on the KTM 1290 SUPER DUKE R enter new technological territory. Even for wear, perfect steering behavior, grip in every situation and fantastic ride stability. Perfect tyres for perfect riding pleasure. The tubeless sports tyres are fitted on extremely lightweight, light-alloy wheels manufactured in a low-pressure die casting process. Not only do the lightweight wheels make the bike lighter overall, they also minimise the unsprung masses and moment of inertia, with a positive impact on the handling and ride dynamics of the KTM 1290 SUPER DUKE R.

Power without end

Engine
The engine of the KTM 1290 SUPER DUKE R originates from one of the most powerful and refined V2 power units of our times, from the engine of the KTM 1190 RC8 R superbike. KTM engineers increased the displacement of the LC8 powerplant, not simply by boring it out, but by well-balanced enlargement of both, bore and stroke. Weighing in at around 62 kg, the extremely slim four-valve unit is one of the lightest big twins in the world, yet it still develops no less than 173 hp peak power and 144 Nm maximum torque.

Cylinder heads
A major contribution is made to the outstanding performance of the LC8 engine on the KTM 1290 SUPER DUKE R by its state-of-the-art DOHC four-valve cylinder heads with twin plug ignition. The twin ignition system controls the ignition sparks of both, spark plugs in each cylinder head independently of each other using separate characteristic maps, thereby ensuring both more efficient combustion and a smoother combustion sequence. The result is more power, more torque, smoother running, even better controllability, higher fuel economy and lower emissions. Two overhead camshafts in each cylinder head use DLC-coated cam followers to operate four valves that control the charge cycle via flow-optimized ducts.

Pistons
The forged piston structure on the KTM 1290 SUPER DUKE R, borrowed from Formula 1 technology, results in a high loading capacity, despite the extremely short and lightweight design. Although they have grown in diameter by three millimetres compared with those of the 1190 RC8 R, the pistons on the Super Duke R are a whole 47 grams lighter. In this way, reciprocating weight is minimised, thereby maximising the responsiveness and free-revving nature of the engine. Furthermore, the piston skirts have a state-of-the-art, hard-anodized finish. Not only does this minimise friction, it is also particularly hard-wearing with a consequently positive impact on durability.

Crankshaft
The responsiveness and free-revving nature of the KTM 1290 SUPER DUKE R's engine are also enhanced by the very low reciprocating weight of its crankshaft. Moreover, the flow-optimized shape of the crank webs boosts the particularly low-loss running of the crank drive, with casing evacuation improved by the use of a third oil pump.

Engine management
The electronic Keihin engine management system with twin throttle valves regulates the modern electronic fuel injection system, focussing on maximum power with predictable engine characteristics and spontaneous responsiveness with controllable throttle response. The throttle body has been enlarged from 52 to 56 mm in the area of the throttle valves for the KTM 1290 SUPER DUKE R in order to optimise power development.

Slipper clutch
The slipper clutch on the KTM 1290 SUPER DUKE R automatically takes the pressure from the clutch plates when engine back-torque becomes too high. This effectively prevents rear wheel chatter when braking sharply. In addition, the clutch increases pressure on the clutch plates with increasing engine torque, thereby allowing softer clutch springs to be used. This reduces the hand strength required for hydraulic actuation of the clutch – now it can be controlled with just one finger.

Exhaust system
The KTM 1290 SUPER DUKE R's completely newly designed exhaust system is made entirely from rustproof stainless steel. Hundreds of test bench runs and complex simulations ensured that the exhaust system, which accommodates the regulated catalytic converter in the presilencer, contributes decisively to the extremely smooth torque curve and excellent emission values of the powerful twin-cylinder. .

Review

Austrian manufacturer KTM has been making some impressive strides the past few years. Its off-road catalog has been carving out an ever-larger share of that market, and the orange-liveried motorcycles are now viewed as equals (and in some cases superior) to the more established brands. And its 250cc single-cylinder powerplant has forced Honda to work overtime in order stem the onslaught of KTM-engined dominance in the Moto3 class in MotoGP.

But its on-road lineup hasn’t been exactly sleeping either. After coming away impressed with the nimble and feedback-rich handling of its RC8 R supersport machine last year, we were anxious to see what KTM would come up with after hearing it was developing a naked streetfighter-style machine that would lay waste to anything in its path. And the initial reviews certainly didn’t disappoint.

We had Roland Brown cover the specifics of the new KTM 1290 Super Duke R in his first ride story in our March issue (“The Beast”), and needless to say, we were chomping at the bit to get our hands on one after reading his brief experience with the bike. So when KTM North America called and said it was stopping by with our test unit, the Sport Rider staff was already fighting to see who would get the key first.

Duty and the Beast
For an engine that pumps out a very impressive 152.3 rear-wheel horsepower at 9,200 rpm and 93 foot-pounds of torque at 8,300 rpm (including an astounding 80 foot-pounds at 4,000 rpm, almost as much as the RC8 R at its 6,800-rpm peak), the KTM’s 1,301cc, 75-degree V-twin is surprisingly docile when not ridden in anger. The Super Duke can be ridden away with little warm-up in cold mornings and not suffer the coughing/sputtering that afflicts some other big-displacement sporting V-twins. Clutch engagement is smooth, and effort is light (assisted by the two-way ramped clutch that not only acts like a slipper clutch during downshifts but also uses engine torque to increase clutch plate pressure under power), with none of the snatchy action of other similar power-assist clutch assemblies.

Overall ergos are some of the best we’ve encountered on a naked bike, with a nicely padded saddle that isn’t too narrow or slanted leading up top to a tapered aluminum handlebar that is set at an optimum height for sport riding; just high and wide enough for comfort and control without turning you into an aerodynamic barn door. Down below, there’s plenty of legroom for 6-footers, yet ground clearance is abundant with no major hard parts dragging when aggression levels start going up. We had no real issues with longer stints on the new Super Duke, which is a good thing considering it sips fuel to the tune of a 40-mpg average, consistently allowing us about 180 miles per tankful.

Speaking of mileage, the KTM’s secondary LCD info panel to the left of the analog tach/ primary LCD panel provides a plethora of selectable data, one of which is miles left on remaining fuel (even though the primary display has a fuel gauge). We thought this was a nice idea until we noticed that the mileage counter jumps in increments of 10—not a good feeling to suddenly go from 20 miles remaining to just 10 while searching for a gas station.

Naturally, like most big-bore V-twins, the Super Duke R is geared very tall, and the engine is loafing along at 4,000 rpm at an indicated 80 mph in sixth gear (though the speedometer is very optimistic at those speeds). Interestingly, the vibration from its 75-degree V-twin with counterbalancer is much more subdued than prior Super Duke generations, despite the R’s significantly larger displacement. This keeps the view from the adequately sized and positioned mirrors from getting fuzzed out, which allows you to better identify what’s behind you—another good thing considering your driver’s license will be at constant risk on this bike.

Simply put, it doesn’t matter how tall the stock gearing is on the Super Duke. The KTM has so much torque from literally just off idle that it will lift the front wheel and carry it from a dead stop simply by sliding out the clutch with a moderate amount of throttle. Even thinking about full throttle in the first three gears results in law-enforcement-frowning wheelstands without any provocation (provided you have the traction control turned off…more on that in a minute). Those of you out there attending Hooligans Anonymous classes would do well to steer clear of the Super Duke R at all costs.

Don’t assume the KTM is all low-end and midrange with nothing on top, though. Nor is it some slow-revving tractor engine. The Super Duke R’s V-twin powerplant zips through its rpm range in the same voracious manner in which it inhales lengths of pavement, pulling with a ferocity that continues unabated until just before the rev limiter kicks in at 10,000 rpm. Paying attention to the tach or the adjustable shift light on the dash is paramount to avoid upsetting the acceleration party.

With such monstrous power and acceleration, you’d think the KTM would be an abrupt handful coming off closed throttle, but the Austrian engineers have done a superb job of taking the edge off the Super Duke R’s jump to light speed without overly neutering the initial launch. There are three ride modes available—Rain, Street, and Sport—yet even the Sport mode’s throttle response is smooth while offering up more power at smaller throttle settings than Street mode, which requires a tad more throttle twist for the same power until around one-third throttle, where both modes then offer identical performance. Rain mode smooths out throttle response even more while capping peak power to 100 hp, but it works well in the wet.

The KTM’s MTC traction control system utilizes lean angle sensors to help determine the proper amount of wheel slippage while accelerating, with each riding mode offering progressively less tire spin; Sport mode lets you hang the rear end out a bit, while Street keeps the rear tire more or less in line, and Rain mode intervenes immediately to prevent any rear slip whatsoever. Because the system works the throttle plates instead of ignition or fuel, intervention is very transparent, and most power slides are smooth and controlled.

The MTC also keeps wheelies in check (especially in both Street and Rain mode), but it isn’t as obtrusive in Sport mode as some other traction control systems we’ve tried. If you try to snap a wheelie, then it will intervene aggressively to get the front end down; but if you simply accelerate hard, the MTC allows the front tire to get a few inches off the ground and holds it there. Combined with the generous amount of rear tire slip allowed in Sport mode, acceleration is maximized compared to what would normally be possible with an average rider with the MTC turned off (which is easily accomplished with the engine on and the bike at a stop; the system defaults back to MTC on every time you start it, so the engine must be running).

Even with all that power on tap, the Super Duke R’s chrome-moly tubular space-frame with aluminum single-sided swingarm is more than up to the task of harnessing it. Overall handling is agile despite the KTM’s 58.4-inch wheelbase—the wide handlebar surely helps here—with none of the twitchiness we’ve experienced with some other high-power naked bikes (though the steering damper obviously plays a role). Chassis feel at all lean angles is excellent, aided by the Euro-spec Dunlop SportSmart2 tires (no relation to the US-spec Dunlop Sportmax Roadsmart II or Q3) that provide good grip with decent bump absorption and wear characteristics. We even took the Super Duke R out to the racetrack during last issue’s Honda CBR-SP test, and it handled that environment with ease, with the suspension and brakes proving more than capable in that setting.

The WP suspension front and rear perform admirably whether on the street or track, handling everything in stride no matter the pace. We liked the high- and low-speed compression damping adjustability of the rear shock, which helps make up for the lack of a progressive suspension linkage and provided good compliance along with soaking up the big hits at higher speeds. While we appreciated the tool-less rebound and compressiondamping knobs on the 48mm inverted fork, we were a little disappointed at the lack of spring preload adjustment.

Bleeding off the speed generated by the engine and chassis is ably handled by radialmount Brembo M50 four-piston calipers biting on 320mm discs with the latest Bosch 9M+ two-channel ABS. The antilock system threshold is determined by which riding mode you are using; Rain mode prevents any lockup whatsoever, while Street allows some limited slip before it activates, and Sport permits limited slip with a little more delay before it cuts the party for maximum stopping power. We found the Sport mode to work the best for most street and canyon situations with good feel and power up to the point of intervention, though we obtained best results on the track with the ABS turned off (which is easily accomplished via the four-button pad on the left handlebar).

As would be expected with a motorcycle of this performance and intentions, not only can the ABS be shut off completely, but it can also be set to “Supermoto” mode. This allows the ABS to be functional in Sport mode for the front brakes, but the rear brake is free to do what it wants—meaning backing it into corners with the rear end hung out to your heart’s content.

The Number of the Beast
The performance naked-bike category in the US has suddenly become a very crowded—and formidable—group. The class was blown wide open by Aprilia’s Tuono V4 R two years ago, and considering its outstanding performance, it appeared likely the Tuono’s reign was going to continue unchallenged for the foreseeable future. But now the Aprilia is going to be facing some very stiff competition in the form of BMW’s S 1000 R, Kawasaki’s latest Z1000, MV Agusta’s 1090 Brutale RR…and the KTM 1290 Super Duke R.

Awesome V-twin engine
Superb chassis, brakes
Good electronics package
No spring preload adjustment on fork
A bit pricey
Traction control non-adapting
Could be the new king of the hill…

Suggested Suspension Settings

FRONT: Rebound damping—9 clicks out from full stiff; compression damping—9 clicks out from full stiff
REAR: Spring preload—19mm thread showing on shock body; rebound damping—10 clicks out from full stiff; high-speed compression damping—1.5 turns out from full stiff; lowspeed compression damping—12 clicks out from full stiff

Source Sport Rider