KTM 1290 Super Duke R
Power raised to 174bhp Sharper styling and sportier riding position Cornering ABS is standard
I’M CROUCHED OVER the Super Duke R’s tank, at a standstill on the startfinish straight at the Losail circuit in Qatar. Right wrist is wound back, left hand half-squeezing the clutch lever, V-twin thunder in my ears, and eyes fixed on a trio of red lights. Alongside me, South African journalist and former drag-racer Bill Hunter is poised for battle on an identical KTM.
FLICK: the lights go out and I dump the clutch. The Super Duke doesn’t so much leap forward as accelerate at what seems like an underwhelming rate, its front tyre barely leaving the track. But I must’ve got the jump on Bill, and there’s no repeat of my previous botched launch that saw him vanish into the distance.
That’s because this time we’re both trying the Super Duke’s new launch control. With the KTM’S electronic brain controlling revs and keeping the front down, all I need to do is hold the throttle open and quickshift through the box until, a few seconds later, I flash over the line… still ahead. That win might be down to science rather than skill, but against an ex-pro who’s complaining?
The drag racing was just a bit of fun to highlight KTM’S Ready to Race image and showcase the optional launch control (which, frankly, would only be worth using in an actual race). But there was a serious point behind the Austrian firm’s decision to launch this second-generation 1290 Super Duke R primarily on the track rather than the road. With the arrival of the Super Duke GT, the original 1290 Super Duke is being made to earn its R-for-racer designation by becoming more sporty.
It’s all pretty subtle, mind you. There’s a hint of extra aggression in the sharper styling, based around a new split-lens headlight, whose aluminium central structure holds various components and doubles as a heat sink for the LEDS. Other electrical updates include a new full-colour TFT instrument panel, keyless ignition, cruise control and tyre pressure warning as standard.
The 1301cc, 75° V-twin gets titanium inlet valves, higher compression ratio and shorter intake trumpets. This adds an extra 500rpm and 4bhp, bringing peak output to 174bhp. To get through Euro 4 there’s also a new stainless-steel exhaust, plus resonator chambers mounted on the cylinder heads to cut CO2 emissions and improve low-rev response. There’s no change to the tubular steel frame or chassis geometry, but the 48mm WP forks get stiffer springs while the shock’s standard settings are firmed with more preload and damping. As before the brake system uses Brembo’s M50 front calipers, while safety is upgraded with cornering ABS thanks to Bosch’s latest IMU trickery.
For all the Super Duke’s extra R-factor it’s still a naked street bike, so I was glad to begin the launch with a short blast on the streets of Doha. The new bike felt familiar despite its more colourful screen, and its slightly sportier riding position from a 20mm-wider handlebar that’s set 5mm lower and 18.5mm further forward.
Despite its Beast nickname, the previous 1290 was as refined as it was powerful. That remains true of Beast 2.0, which in Street mode ripped round Doha, feeling effortlessly rapid yet very controllable thanks to its smooth, flexible low-rev power delivery.
In the lower gears it pulls sweetly from as low as 2000rpm, effortlessly storming
“Effortlessly storming through the midrange”
through the midrange and keeping its front wheel down in improbably law-abiding fashion, thanks to the built-in anti-wheelie control. Given the Qatari police’s harsh reputation that was probably just as well, though the Track Pack-equipped launch bikes (see panel) gave the option to disable this while retaining the traction control.
The KTM’S chassis was excellent for street use, its firmer but still fairly longtravel suspension giving a respectably supple ride, and the riding position still being comfortably upright and roomy. Although the 1290 has gained 6kg (blame Euro 4 emissions regulations) it’s still fairly light at a claimed 195kg dry (around 216kg fully fuelled), and required only the lightest of touches to get it flicking through Doha’s numerous roundabouts.
Its agility was welcome when a fancy limousine made a sudden right turn in front of me, and the KTM slowed and flicked past it with barely a twitch. I was glad to have the cornering ABS in the background, too, given the fierce power of the Brembo brakes and the often dusty road surface, thanks to Doha’s unofficial status as the world’s biggest building site.
But it was the next day, with its throttle wide open on the track, that the Super Duke R got to stretch its legs properly. At Losail that superbly torquey engine was just as impressive as it had been on the street, thundering out of the smooth turns from as low as 5000rpm, and ripping up the straights with reliable help from the excellent, optional two-way quickshifter.
The KTM thundered down Losail’s mile-long pit straight with such enthusiasm that it must have been close to its 160mph-or-so stop speed. With my head on the tank trying to escape the wind, I couldn’t see the display and occasionally tried to hook a non-existent seventh gear. In the Qatari heat I was glad of the cooling breeze, despite almost getting my head ripped off my shoulders. The R-model’s complete lack of wind protection might not be so welcome back home; this bike is naked even by supernaked standards.
It’s also pretty super, although the chassis’ generous suspension travel caused a few issues magnified by the grippy track surface and sticky Metzeler Racetec K3 tyres. The front end felt fine, initially giving a slightly vague feel but staying controlled even under hard braking, and responding well to being further firmed-up via the easily accessed fork-top damping adjusters.
The WP shock also benefitted from some additional preload and damping, which almost cured the bike’s tendency to squat under acceleration out of the third-gear final turn, then shake its head gently as it charged onto the straight. But for bigger or heavier riders (I’m 6ft 4in and 85kg) the long-travel rear end was still slightly soft. A stiffer spring like that of the race-kitted bike we also rode would help. Better still would be a semi-active system like that of the Super Duke GT.
Smaller or lighter riders probably won’t have a problem, and to be fair the KTM’S compliant chassis won’t detract from its ability as a fearsomely fast and capable street bike. Project leader Hermann Sporn estimates that fewer than one in five of the outgoing model’s owners ever venture on track. Even they would possibly opt for superior pothole-smoothing ability over a firmer ride.
As it is, even this racier Super Duke R should prove to be a respectably good roadgoing all-rounder, in mild weather at least, as well as an exhilarating occasional track bike. It’s slightly more powerful despite having to comply with Euro 4. It’s firmer but not too firm; its electronics are usefully upgraded; its styling is visually stunning, if no aid to practicality.
And if some potential owners will be unimpressed to find that many of the new functions are optional extras, that seems fair enough given that the basic price of £13,999 hasn’t changed since the original 1290’s launch three years ago. That original Beast was thrillingly wild yet improbably sophisticated, and Beast 2.0 goes a step further in both directions. If you liked the original movie, you’ll love the sequel.
“Thrillingly wild yet improbably sophisticated”