KTM 1390 Super Duke R Evo
Heavily revised for this year, the Super Duke wades into the fight with a lairy attitude and the front wheel airborne. But can the test’s only twin possibly compete with the fours?
This year’s Super Duke R Evo has dozens of changes from 2023’s bike – the engine gets an extra 49cc and variable valve timing, the electronics have a multitude of new functions including a wheelie-height setting, and power is claimed to increase by 10bhp to 190bhp. Yes, 190bhp.
Because big power loosens buyers’ wallets, KTM understandably bang on about that aspect of the improvements, but ricochetting around Derbyshire none of us notice the difference. Partly that’s because if you deploy 190bhp in the Peak District you’ll most likely embed yourself in a Peak, and partly because, as it turns out, there is no power increase.
Our dyno figures show the new engine actually makes fractionally less peak power at the rear wheel than the old one (177.9bhp vs 178.1bhp). There’s also less peak torque – both drop due to all the extra gubbins that are required to get the engine through Euro5+ emissions regulations. That, presumably, explains the need for variable valve timing.
But we do feel other differences. Firstly, the new motor is even more refined than the old 1290, which is no mean feat given that engine’s astonishing smoothness. The latest version of the gargantuan V-twin is miraculously civilised at low revs, with a gurgling, syrupy feel in town that puts the on/off Streetfighter V4 to shame. Guest tester Carl can scarcely believe it: ‘Jumping on after riding the Ducati, I was shocked how easy the KTM is to ride,’ he says. ‘It’s so, so smooth – I honestly found it hard to believe that such a massive sod-off twin could be this smooth.’
Remarkably, it’s even smoother at motorway speeds than the inline‑four M1000R, with a pleasant rumble coming through ’pegs and ’bars rather than the BMW’S annoying whine. ‘All the KTM’S changes seem to make the bike more refined rather than more extreme,’ says Michael. ‘That makes it easier to ride – really impressive for a bike like this.’
The engine’s low‑rpm, low throttle‑opening sophistication is all the more remarkable given what happens when you give it the beans. Yank the throttle at 4000rpm and you release 85 lb.ft of torque – more than the other three make at their giddy peaks. From being an obedient, docile Labrador, the KTM instantly transforms into a cave troll hell‑bent on global destruction. While the others are rousing themselves from their low rpm torpor, the KTM has already dug its rear tyre into the tarmac, hoisted the front and naffed off. After a brisk ride from Chapel‑en‑le‑frith to Bakewell during which the KTM’S front tyre spent much of the time untroubled by tarmac, Michael is utterly smitten. ‘It’s a big supermoto isn’t it? It’s ultra playful – probably one of the most fun big‑capacity naked bikes you can buy. Whereas the Streetfighter takes speed seriously, the KTM doesn’t – it’s built for cheeky skids and wheelies.’
This is backed up by the new electronics, which make it easier than ever to turn off the rear ABS and wheelie control. You can either stick it in Supermoto mode, which gets rid of the rear ABS but leaves some wheelie control, or adjust each individually. The new wheelie‑height selection graphics are excellent, graduating from Low, Medium and High to Off, the latter depicting a numberplate scraping minger. Being a cack‑handed wheelieist, I love the variable electronic safety net, though I would seriously fear for my licence during a summer spent mucking about with those settings. Obviously the KTM demolishes corners too, sitting somewhere between the ultra‑sporty and aggressive M1000R and the more neutral, easy‑going Tuono. Being 6ft and inflexible, I find it the easiest to hustle for anything more than five minutes purely because it’s the most spacious – the Streetfighter and M1000R’S ’pegs feel unnecessarily high by comparison and even the Tuono isn’t quite as roomy. So, perfect then? Not quite. During our two days’ riding, we experience three electronic faults, when the bottom half of the screen announces the main beam isn’t working (it is) and then twice tells us the running lights are faulty (they aren’t). Switching the ignition on and off cures the problem, but our confidence is dented. Riding home on the KTM I can’t help wondering what might be coming next – will the switchgear conk out like it did on my old 1290 Super Duke? Personally, I’d prefer total electronic reliability rather than 49 extra cc and variable valves…
‘It’s ultra-playful – one of the most fun big-capacity naked bikes you can buy’