Short video review. Apologies for the poor sound.
I can safely say that when I walked up to the KTM 1290 Super Duke R, with the key already in the ignition, it was the highlight of my year.
What makes this KTM so special, is the fact that the engine is actually an improved unit from its superbike cousin, the RC8 R. Now, you may rightly point out that most manufacturers utilise superbike engines for their naked bikes, BMW’s S 1000 R being a perfect example. But the big deal here is that KTM didn’t simply take the RC8 R engine, detune it, and pop it in the Super Duke. Instead, the engineers decided to increase the capacity and see what happens.
Details
As the bore and stroke were increased, the engine’s cubic capacity took an upward hike from 1 195 to 1 301 cm3. As is explained in the video below, the engineers first asked KTM board members to sample the bike to make sure it was actually rideable – something to which we will get in a moment.
The styling is another near-perfect execution of how KTM integrates colours and the frame with the minimal use of fairings. Even in its standard trim level the bike looks suitably menacing.
The instrument screen provides all the necessary information a rider could possibly ask for. There is a trip computer, ABS and traction control settings (basically three presets: Rain, Street and Sport) that alter the throttle sensitivity, accordingly. There is even a fuel computer showing your average consumption.
The Super Duke R is available in three guises; starting off with the Touring model which includes soft pannier bags, the standard-style trim you will see in the video above, and finally the Race setup that shaves up to 14 kg from the bike’s 189 kg dry weight.
In the saddle
Normally, the first part of launch route is tackled rather tentatively as you learn settle into the bike – getting a feel for the controls, the braking characteristics, throttle input and how it responds steers to steering inputs. But my first experience of the Super Duke was nowhere near as daunting as I’d anticipated. I was surprised by just how easy it was to ride. Modulate the throttle in a sensible manner and you’ll find weaving through traffic is relatively easy. I say relatively, as below 20/25 km/h the Super Duke feels as though it’s gently goading you into taking off. The bike’s keen nature and a 10 000 r/min rev limit impart an eagerness gives the impression that both bike and rider are keen to escape the gridlock and pick up the pace.
On track
After a few laps of Killarney Raceway in Cape Town to warm the tyres and the fluids, the Super Duke started to show its wild side. Although I never switched the traction control off, I could sense how the system was unobtrusively reining in the front wheel. With a 1,3-litre, twin-engine powering the rear-wheel, the front wheel wants to point to the sky at every enthusiastic twist of the throttle. Fortunately the traction control system tones down the power delivery the moment the front wheel leaves the tarmac.
Finding a comfortable attitude on the bike is a cinch. Despite the upright riding position, which is so much better than that of most most superbikes, the seat allows you to move around quite easily. Get off the bike as you enter a corner and the seat still supports your bum as you lean down and start to power out of the corner.
Most sections of Killarney can be negotiated in third gear, while on the straights you go all the way to fifth gear. I wasn’t overly heavy on brakes during my stint on the track, but from what I experienced they felt assuringly strong.
With almost no fairings, one can’t really expect the bike to be super stable at high speed. I experienced this down Killarney’s back straight, where I managed to clock 210 km/h. Above 180 km/h the strong Capetonian winds started to play havoc with the stability, but who cares when your naked bike looks as good as the R.
Summary
In a nutshell, I was surprised by how adaptable the R is. It’s really up to the rider when and how they want to use the available power and torque. Between 4 000 to 7 000 r/min there’s prodigious punch; the moment you twist the throttle the bike comes alive. It’s only the wind resistance that will force you slow down long before the engine has run out of power.
The 189 kg dry weight means it is easy to handle and flicking the bike around and never feels intimidating, even at parking speeds. I can’t remember the last time I’ve experienced a bike that can play both the part of round town commuter and track devouring monster with such consummate ease.
Follow Wilhelm on Twitter.
KTM video 1: Designers and engineers take us through the early days of the Super Duke.
KTM video 2: Watch as Jeremy McWilliams, ex-MotoGP racer and the testing and development rider for the Super Duke R, takes us through the bike’s R&D phase.
