ktm super duke suspension travel

• BikeInsurance
• BikeSocial Membership
• Online Service Centre
• About your Policy
• Visit MyAccount
• Get a Quote
• Making a claim
• No Claims Discount
• Policy Documents
• Biking Tips Biking Tips
• Bennetts BSB Bennetts BSB
• Why Bennetts?
• What is included?
• Defaqto Rating
• Additional Cover Options
• How to SORN a motorbike
• Young Rider Bike Insurance
• Classic Motorbike Insurance
• Multi Bike Insurance
• Custom & Modified Bike Insurance
• Comprehensive motorbike insurance
• SERV Blood Bikers
• Third Party Fire and Theft
• Third Party Only Bike Insurance
• Latest News
• 50cc & 125cc Insurance
• How to be a Happy Commuter
• Advantages of Commuting
• Lambretta Scooter Insurance
• Peugeot Scooter Insurance
• Piaggio Moped Insurance
• Vespa Moped Insurance
• Bike Manufacturers
• Car Insurance Car Insurance
• Group Products Group Products
• Motorcycle News
• Racing News
• Motorcycling Advice
• Motorcycle Blogs
• Motorcycle Reviews
• Product Reviews
• Classic Bike Buying Advice
• Motorcycle Events Motorcycle Events
• BikeSocial Authors
• BikeSocial Contributors
• Latest Reviews
• KTM 1290 Super Duke R Evo (2022) - Review

NEW KTM 1290 Super Duke R Evo – Review (2022 - on)

BikeSocial Web Editor. Content man, reviewer, commissioner, road tester, video presenter, interviewer and race fan. First ride was a 1979 Honda ST70. Not too shabby on track, loves a sports bike, worries about helmet hair, occasionally plays golf and squash but enjoys being a father to a 6-year-old the most.

• Long term test bikes
• Group Tests
• Artisan Electric
• Brough Superior
• Harley-Davidson
• Krämer
• KTM Enduro Range (2020) - Review
• KTM 125 Duke
• KTM 125 Duke (2017) - First road test & Review
• KTM 125 Duke (2024) - Technical Review
• KTM 390 Duke
• KTM 390 Duke (2013-2016): Review & Buying Guide
• KTM 390 Duke (2017) - First road test & Review
• KTM 690 Duke review (2016) | UK road test
• KTM 690 Duke and 690 Duke R (2016-2019): Review & Buying Guide
• KTM 690 Duke R
• KTM 790 Duke (2018) - Review
• KTM 890 Duke R (2020) - Review
• KTM 990 Super Duke R
• KTM 990 Super Duke / R (2005-2014): Review & Buying Guide
• KTM 990 Duke (2024) - Review
• KTM 1290 Super Duke GT (2016) - First Ride Review!
• KTM 1290 Super Duke GT (2019) - Review
• KTM 1290 Super Duke R (2013 - 2019): Review & Buying Guide
• KTM 1290 Super Duke R
• KTM 1290 Super Duke R (2017) - first ride and review!
• KTM 1290 Super Duke R - Two Week Test
• KTM 1290 Super Duke R (2020) - Review
• KTM 1290 Super Duke RR (2023) - Technical Review
• KTM 1390 Super Duke R (2024) - Review
• KTM 390 Adventure [2020] - Review
• 2019 KTM 790 Adventure & 790 Adventure R Review
• KTM 890 Adventure / R (2021) - Review
• KTM 950/990 Adventure (2003-2012) - Review & Buying Guide
• KTM 1050 Adventure (2015) - Press Launch
• KTM 1050 Adventure (2015) - UK Road Test
• KTM 1090 Adventure (2017) - first ride and review
• KTM 1090 Adventure R (2017) - first ride and review
• KTM 1090 Adventure R (2018) | UK Road and Off Road Review
• KTM 1190 Adventure: Real World Road Test
• KTM 1190 Adventure (2013-2018): Review & Buying Guide
• KTM 1290 Super Adventure (2015) - Press Launch
• KTM 1290 Super Adventure (2015) - UK Road Test
• KTM 1290 Super Adventure R (2017) - first ride and review
• KTM 1290 Super Adventure S (2017) - First ride and review
• KTM 1290 Super Adventure R (2021) - Review
• KTM 1290 Super Adventure S (2021) - Review
• KTM RC390 (2017): Long term update #1
• KTM RC390 - Long Term Loan Part 3: R&G protection
• KTM RC390 (2022) - Review
• KTM RC8 (2009): Future Investment
• KTM RC8 R (2009-2016): Review & Buying Guide
• KTM Freeride 250 & 350 Bike Review | BikeSocial
• KTM Freeride 250 F (2018) - First Ride and Review
• KTM Freeride E: Review
• KTM Freeride E-SM (2015)
• KTM 300 EXC
• KTM 690 SMC R & Enduro R (2014) - Review
• KTM 690 SMC R Review 2019
• KTM 890 SMT (2023) - Review
• KTM 950 SM (2005-2007): Review & Buying Guide
• KTM 990 Supermoto T / SM-T (2009-2013) - Review & Buyers Guide
• Mash Motorcycle Reviews
• Moto Morini
• Mutt Motorcycles
• Royal Enfield
• Suzuki Motorcycles
• UM Motorcycles
• VMoto & Super Soco

  Price: £17,899 | Power: 180bhp | Weight: 191kg | Overall BikeSocial Rating: 4½/5

Review – in brief.

Nine years have passed since KTM introduced the 1290 Super Duke. Nine! How can that be? And here I am face-to-face with the fourth generation of the appropriately monikered ‘Beast’, though for 2022 its full title is KTM 1290 Super Duke R Evo – and this one is by far the best yet. I’ve ridden a couple of the previous iterations and while the mixture of aggressive riding position, outrageous grunt, boisterous looks, and its ability to cause appreciative nodding and deep exhales after each ride, the combo never really felt as refined as a couple of competitors. In my book, it’s long been the belligerent bridesmaid and never the brilliant bride. Until now.

Taking the components of an already nutty naked whose power and torque figures were more than ample for any non-pro racer, and added more control with semi-active and electronically adjustable suspension, a few engine tweaks, a short-travel throttle, revised switchgear and colours, to leave us with an £18k supernaked ready to stand toe-to-toe with the likes of Aprilia’s Tuono V4 Factory stunner. One of my all-time favourites.

The upgraded suspension adds a whole new dimension to the handling, particularly with the plush and precise nature of the front end. Ironic given that the bike lurves a power wheelie (well, any kind of wheelie really, even uninvited/unintentional ones). Its electronics package contains plenty of rider aids and rider comfort preferences to suit all shapes and sizes plus it offers just as pleasant a ride when trundling about it does buried deep in its comfort zone, marauding around the B-roads or circuits.

It was a week of wide-eyed wandering for Mann and the 2022 KTM 1290 Super Duke R Evo. It’s quite a mouthful if nothing else.

Pros & Cons

• Sublime handling, especially front end
• Semi-active suspension worth every penny
• Sharp throttle response
• Underlying hooliganistic tendencies keep the senses alert
• Pricey once you add the good stuff
• I’m not sold on the multi-coloured looks
• Fuel light is a little too eager to show its presence
• No quickshifter as standard. You’re taking the mick, KTM

KTM 1290 Super Duke R Evo (2022) Price & PCP

How much is the 2022 KTM 1290 Super Duke R Evo? It starts at £17,899 which is £1500 more than the standard non-Evo model, yet even with that outlay you don’t get a quickshifter.

The main difference between the two models is the WP’s latest generation of semi-active, electronically adjustable suspension, so all the adjustment is via the switchgear and not courtesy of your spanners and screwdrivers.

On our test model, the Tech Pack had been added which includes the Track pack (9 stage traction control, anti-wheelie mode off, launch control, Performance Mode and Track Mode), quickshifter+, Suspension Pro, MSR (Motor Slip Regulation – balances the throttle and avoids rear wheel lock-ups under deceleration. Is deactivated in Track and Supermoto modes), and an adaptive brake light. All for an extra £1059.18 , meaning the bike I rode weighed in at £18,958 .

On a PCP deal over 4 years for the standard R Evo model with a £3,000 deposit, you’re looking at less than £390 per month. And it’s available in two colours; Orange/Silver or Blue/Orange, which is a strange combination that has a ‘parts-bin’ look about it in my opinion, though it stands out as a unique colour to the Evo version.

KTM 1290 Super Duke R Evo (2022) Engine & Performance

In time for its release, in 2020, the Super Duke’s 75-degree V-Twin, 1301cc, LC8 engine was updated to conform with Euro 5 emissions regulations and the Austrians even managed to eke out an extra 3 horsepower over the previous generation, with a peak up at 180hp @ 9500rpm, though peak torque was marginally compromised at 140 Nm @ 8000rpm. The KTM’s heart is unchanged for the 2022 R and R Evo versions which is not a problem given that’s still a stonkingly good motor.

To put the mighty torque figure into context, Ducati’s Panigale V4R - hardly a shrinking violet - is all out at a pitiful 124Nm, for example. In all seriousness though, the KTM’s output is designed for a strong pick-up and mid-range boot than out-and-out top line performance. Your face would fall off when trying to drag race a Panigale over 1 mile.

And so, for 2022, that LC8 motor remains untouched with peak performance figures happening higher in the rev range than the first 1290 model. It’s accompanied by a new shorter-travel throttle that results in zero-to-OMG with 10% less turn, making the addiction even more endearing, and the action zone even easier to access. It’s all about judging how much traction control you really need, and then sorting out if/when wheelies are happening… because they will, accidentally or on purpose. Throttle maps that can be altered while riding can help with their levels of electronic mediation, namely Sport, Street, or Rain.

The flexibility of the V-Twin across the whole rev range is not traditionally like a conventional in-line four but KTM’s version with its huge capacity manipulates the governing electronics and tough-yet-refined fuelling to offer a ride quality above 3,000rpm of notably quality which becomes so intense when summoning the might of its torque. All of which will become folklore when in generations to come as children sit at Grandpa’s feet to learn of the Two-faced Austrian Beast.

I think we’d have become great mates if our loan had coincided with a Bennetts track day , though with great power comes great responsibility.

KTM 1290 Super Duke R Evo (2022) Handling & Suspension

The reason why the KTM is now ranked so highly in my own personal chart of supernaked super thrillers is because of the new-for-2022, well new-for-the R Evo model, WP Apex second-generation ‘SAT’ (semi-active technology) forks and shock. They feature new magnetic valves, new programming for the suspension control unit and improved sensors compared to previous versions of the firm’s semi-active kit, featured on bikes like the Super Duke GT.

They make an enormous difference to the bike’s handling as well as comfort. So not only do you get a smoother ride, the front end feel allows for lashings of cornering confidence which was the element of this bike that I remarked on first when asked ‘what’s it like?’. Anti-dive adds to positively to the equation and is part of the upgrade to add support when braking to prevent it pitching forwards under hard braking.

As standard, the Evo gets three damping modes – Comfort, Street and Sport – which are self-explanatory in the way they adjust the system’s reactions. The rear preload is also electronically adjustable, with 20mm of possible movement achieved in 10 steps of 2mm each. However, the optional Suspension Pro package is needed to really unlock the system’s potential by adding another three modes to the options – Track, Advanced and Auto.

Track, as the name suggests, is the most hardcore setting, aimed at circuit use. Advanced is a rider adaptable setting, allowing you to choose your own damping levels for the forks and shock from eight possible settings, while Auto is designed to constantly adapt the damping, monitoring your riding style and setting the suspension to suit. As such, it softens in low-speed city riding and firms up when you start to increase the pace.

The Suspension Pro option also adds a trio of automatic preload settings, whereby the system monitors the load on the bike and sets itself to one of three preselected stances. ‘Auto Standard’ keeps the setup neutral, ‘Auto Low’ drops the seat height, making for a less aggressive geometry, and ‘Auto High’ hikes the rear end up, steepening the steering head and loading the front end more for a more track-suited setup.

A further advantage of the Suspension Pro package is that it adds anti-dive, keeping the nose up even when you’re hard on the brakes. It’s not to everyone’s taste, so the anti-dive can be switched off, but it’s another example of the Suspension Pro option maximising the potential of the semi-active system.

Bridgestone’s S22 tyres were fitted as OE on the 2020 1290 Super Duke and thankfully they’ve been retained because they’re a terrific all-rounder. Just as competent in the cold and wet as they are in the warm and dry. I shall reserve judgement on their longevity on this model as well as their track capabilities - which in itself would be interesting to check their performance against the rider modes and suspension options.

KTM 1290 Super Duke R Evo (2022) Comfort & Economy

The compromise between sporty and comfortable has been nailed (for a naked) by KTM in this example. While the foot pegs (two positions) and handlebar angle (four positions over 22mm) are adjustable, the standard riding position suited this six-footer well. Thought the 835mm seat height isn’t exactly lofty but the position of the cylinders and fuel tank lead to the front of the seat being wide enough for shorter riders to be stretching for a flat-foot stance. It’s a deceptive machine too – smaller than you think when stood 20 metres away but climb on and the on-paper power is matched by the solidity. That’s a good thing.

Wide bars give the rider an aggressive stance but they’re neither too wide nor too far away for me and my lengthy limbs. They’re fitted with a decent set of switchgear too with stacks of buttons to push, pull or swipe. They’re relatively simple to get used to, they look neat, but they’ve got a cheap feel about them. The indicator switch is fiddly and like a needy toddler that needs too much attention, it is a little distracting. The high beam switch is too easy to flick as well, much to the dislike of oncoming traffic. On the plus side, I like the quick action two-way button on the top of the right ‘bars which can be programmed for whichever action takes your fancy; throttle maps, MSR, traction, suspension, etc.

The dashboard is smaller than most but colourful and easy to read. Without compromising the overall size of the device, the display area could have been larger.

The fuel tank itself is perched so should a tank bag be your choice of luggage then a) there’s not much space to put it, and b) it’s likely to block your view of the TFT screen. On one 130-mile journey I strapped mine to the pillion seat.  Speaking of which, it was a two-part journey with the outbound stretch deliberately taking me the scenic route across the Lincolnshire Wolds – ideal for testing the suspension settings with a little luggage on board too, while the return leg of 139-miles was 80% motorway. On a naked bike. Yep. Here’s the kicker, it wasn’t nearly as bad as I thought. A bit of obvious windblast was expected but the comfort of the riding position and lack of leg stretching was a pleasant surprise. Cruise control was a godsend too. The official KTM Power Parts options list even includes hand guards, heated grips, a pannier set and a (tiny) fly screen – all of a sudden, we have a naked sports tourer!

Its 16-litre tank returns a claimed 50.4mpg which equates to a range to empty of 177-miles. In the real world, BikeSocial Members have mentioned economy ratings of anywhere between 38-48mpg.

KTM 1290 Super Duke R Evo (2022) Equipment

Conscientiously, I’d been reading about the bike before taking delivery and that was a boo-boo because it just confused me, which doesn’t take a lot. It wasn’t until I was perched on the saddle and had the controls at my fingertips did I realise the number of options were fairly familiar to those on most modern day tech-laden machines. It does add to the road-tester’s woes that to be doing you, dear reader, a thorough service, we’d need to be trying the bike in each combination – but that would take months!

Three standard throttle maps can be increased to five should you wish to part with extra funds, and that would increase your rider options even further for a more tailored ride; nine-stage traction control range (using the optional Track mode), anti-wheelie, quickshifter, MSR, and so on.

Then there’s an optional ‘Suspension Pro’ set-up with Track, Advanced and Auto damping modes, on top of Sport, Street and Comfort damping settings, for an extra £250.

To some, this is a blocker because why would they want to be paying for electronics they may not use (I can almost hear the social media comments now), whereas others relish in the ability to personalise the settings depending on the local roads, or fondness for a track day. On top of the rider aids, there’s a plethora of official Power Parts to tempt you.

Worthy of note is the keyless fob; while the practicality and paint preservation around the traditional ignition hole, the fob also activates the fuel cap electronically too. The flip-out key is only needed for the seat. Handy but it needs to be quite close to the receiver – a jacket pocket should suffice.

KTM 1290 Super Duke R Evo (2022) Rivals

The supernaked class has been getting broader as each year passes as its popularity versus superbikes grows. MV Agusta produces some of the more premium models such as the Rush 1000 and Brutale 1000RR with price tags nearing £30k, then there’s the relatively more affordable Speed Triple 1200 RS from Triumph and Kawasaki’s Z H2 to name just a couple, though these three are our picks if a Super Duke R Evo is on your shopping list:

Aprilia Tuono V4 1100 Factory | Price: £17,100

Power/Torque: 173bhp/89 lb-ft | Weight: 209kg

Ducati Streetfighter V4 S | Price: £21,495

Power/Torque: 205bhp/90.4 lb-ft | Weight: 199kg

Yamaha MT-10 SP | Price: £16,000

Power/Torque: 163.6bhp/82.6lb-ft | Weight: 214kg

Our review (non SP)

KTM 1290 Super Duke R Evo (2022) Verdict

The handling characteristics now match the outrageous performance which boost KTM’s most super of nakeds up the chart of desirability among some fierce and accomplished rivals. Potential and traditional electronic gremlins aside (we’ve heard of one set of issues already), the ‘brilliant bride’ is every bit it’s cracked up to be. While the fuelling and throttle feel are sweet enough for a steady jaunt, the dynamism and aggressive nature when you pull the pin ensures £18k feels like money well spent. A classy chassis, sleek suspension, brilliant Bridgestones, and perky power are a recipe for your happy hormones to get all jiggly. You’ll never be late!

Owner Reviews

I got in touch with BikeSocial members who own either the 2020 or later R or R EVO to hear their thoughts, and while I thank every person who replied, I only have space for three:

Chris from Mansfield (above)

Model: 2022 Super Duke R EVO

Mods: Smoked fly screen, anodised orange clutch and brake levers, heated grips, radiator guard, anodised brake, clutch and rear brake reservoir caps, full titanium Akro exhaust, ergo rider and pillion seats, tail tidy, full tech pack.

Annual mileage: 3,000 (depending on the sunshine)

Riding for: 42 years

I’ve owned two Tuono V4 1100 Factory’s so fancied a change which came in the guise of the SDR. I’ve viewed and tested various bikes over the last couple of years but as soon as I saw the SDR, I knew it was the next chapter for me.

One issue to date, which I thought was to do with the full Akro system. Below 4000 revs then twisting the throttle the bike gave a misfire. KTM dealer Teasdales of Thirsk took the bike back in and sorted a flywheel issue with the help of KTM Austria.  The bike is now as smooth as silk, with the fuelling being excellent throughout the range and if pushed very, very quick with it.

It looks and sounds absolutely amazing whether cruising or pushing up to those speed limits. It’s averaging 48-51mpg, giving a decent tank range for a super naked with just over a 16ltr tank. The ergo seat gives all day comfort, which is very much complimented by the superb WP semi active suspension, giving me full confidence riding on the ever-changing various road conditions. All the tech and equipment works really well making the bike very easy with a surprisingly light feel. The overall package, (which isn’t cheap with all the extras) is very well put together with exceptional fit and quality.

Phil from Stratford upon Avon (above)

Model: 70 plate Super Duke R, owned for 12 months

Mods: Arrow GP race exhaust, replaced the cheap flappy front mudguard for a carbon fibre one, OEM mirrors for bar end version due to the vibrations at motorway speeds.

Annual mileage: 3,000

Riding for: 8 years

I originally tested the Super Duke in January but waited for Triumph to release the Speed Triple before I made my decision. The raw power and the brutal torque delivery was incredible and really gave it character that the Triumph for me was lacking. It’s not perfect however, with it being a V-Twin it can be vibey, the indicator joystick has no feel, and the high beam switch is located in the wrong place which makes it easy to flick on by accident. The positives include the dash; the best I have seen on any Supernaked - the modes are accessible while you are riding, and the power delivery is fantastic. In the 30 zones it is smooth and happy to plod through town but once you’re in the nationals it really comes alive. I am averaging about 47 MPG which isn’t great, but you do get smiles for miles!

Phil from Shrewbury (above)

Model: 2021 Super Duke R

Mods: Heated grips, the expensive (for what it is) Track-Pack, and an Akrapovič slip-on silencer

Annual mileage: 4,000

Riding for: 45 years

The bike is great fun to ride, and the performance is incredible. This is the only bike I have ever owned that rarely requires the use of full throttle; I have met my match! However, I do have a concern over the longevity of the gearbox. I believe this is the Achilles heel of the machine. Recently, riding back from my dealer after the bile's first annual service, I down-shifted from sixth to fifth using the quick-shifter. The gearbox went into a false neutral and, as I had cruise control engaged, the engine raced straight up to the limiter! In a panic, I was just about to kill the engine with the kill switch, when there was a horrendous clunk from the gearbox and I found myself in fifth. Following this incident, there doesn't appear to be any immediately obvious damage, but it cannot have done the gearbox any good. I now use the clutch when down-shifting. I also don't like the MSR (Motor Slip Regulation) feature as can push you forward when you're not expecting it.

Fuel wise, I get around 38 mpg and it always surprises me how soon after filling-up, the 'FUEL RESERVE' message appears.

KTM 1290 Super Duke R Evo (2022) Technical Specification

Action photos: Simon Hargreaves

What is MCIA Secured?

MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here .

MCIA Secured gives motorcycles a rating out of five stars, based on the following being fitted to a new bike as standard:

• A steering lock that meets the UNECE 62 standard
• An ignition immobiliser system
• A vehicle marking system
• An alarm system
• A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has, and compare it to other machines on your shortlist.

• Yamaha MT-10 (2022) - Review
• Aprilia Tuono V4 (2021) - Review
• Ducati Streetfighter V4 (2020) - Review
• Triumph Speed Triple 1200 RS (2021) - Review

Latest articles from BikeSocial

• Forum Listing
• Marketplace
• Advanced Search

Superduke R suspension settings....

• Add to quote

Howdy.... So, first 130 miles, too much dive on the forks with braking, too much movement/weight shift with the throttle, using too much fork travel. Today.... Front forks to 'sport' settings, rear tyre pressure to 40psi cold(down from 45). Nicer control, felt a bit more nimble, seemed to use about 10mm less fork travel. Where have people got to with theirs? I want to wait ill about 400miles to fully bed in before setting sag, although that'd be interesting without front preload! Has anyone got copies of the pb mag stuff, settings or articles? Thanks.  

See my thread about bar risers. I think ph or knapper posted up some setting they got form a suspension guy.  

I did. Mine is a gen 1 though.  

Have a look at this.... https://www.youtube.com/watch?v=ymfx-7WLog8  

The best option is to spend £100 and get a pro set-up. You can't make a silk purse out of a sow's ear but you get an optimised base line so you know where you are.  

Mk 1 se best money spent was k tec revalve front n rear  

i've got the guys at PB mag who are going to ping me their settings. also a reminder that it laps faster around Donnington quicker than a 2018 fireblade sp thing.  

Only if your name is M Rutter  

• ?            
• 56.5K members

Top Contributors this Month

• 2024 Motorcycle Previews
• 2023 Motorcycle Previews
• 2022 Motorcycle Previews
• 2021 Motorcycle Previews
• 2020 Motorcycle Previews
• 2019 Motorcycle Previews
• Cruiser Reviews
• Sport Reviews
• ADV / Dual Sport Reviews
• MX / Off-Road Reviews
• Touring Reviews
• Retro Reviews
• https://ultimatemotorcycling.com/badoo-dating-site-login/
• single females in my area
• https://ultimatemotorcycling.com/interracial-dating-in-mississippi/
• MX / Off-Road
• Touring/Travel
• Classics & Customs
• Touring / Travel
• World Superbike
• MotoAmerica
• Supercross/Motocross
• Isle of Man TT
• Dakar/FIM Cross Country Rallies
• Guest Posts
• Rider’s Library
• Motorbike Show
• Harley-Davidson
• Royal Enfield
• Sign in / Join
• Register/Login
• FREE Magazine App [Apple]
• Legal and Privacy Policy

2024 KTM 1390 Super Duke R Evo First Look [17 Fast Facts]

The Beast gets both beastlier and more civilized this year—meet the 2024 KTM 1390 Super Duke R Evo. While the name hints at the 49cc engine displacement increase, there is much more to discuss. So, let’s get into the details about this open-class naked upright supersport bike from Austria.

• The LC8 V-twin’s top end gets a major reworking, so we’ll start from the beginning. The new airbox gets improved ram air action, and a lower velocity stack height. The air flows through larger-diameter, shorter-length throttle bodies with a 4mm diameter increase to 60mm. The top injectors have been moved to increase torque and improve acceleration smoothness. The DOHC motor now has two-position cams that change position depending on engine speed. That comes with a 2mm bore increase to boost the displacement to 1350cc with the same 71mm stroke. The result is a new peak of 188 horsepower—an eight-horse increase. We don’t have torque numbers, and KTM isn’t quoting the rpm where the engine hits maximum output.
• The standard 2024 KTM 1390 Super Duke R Evo has three ride modes. Each mode regulates power, throttle response, traction control, and wheelie control. The Sport mode has maximum power and throttle response, along with minimal traction and wheelie control. Street mode retains full power, though it slows throttle response and ups the traction and wheelie control levels. Rain mode tamps the maximum output to 130 horsepower, smooths out the throttle response, ramps up traction control, and prevents wheelies.
• KTM offers two optional ride modes—Performance and Track. Performance mode gives you full power, and you can customize throttle response and traction control. Wheelie control can be defeated. Launch control and cruise control are added to the package. KTMconnect, which pairs your smartphone with the dash, gets enhanced functionality. Put the 1390 in Track mode, and you get a choice of track-only displays on the five-inch TFT dash. Track mode has the same electronic aids customization as Performance mode, but with cruise control and KTMconnect turned off.

• Two electronic rider aids are available: Engine Brake Control and anti-wheelie mode. EBC gives you five levels of engine braking. Anti-wheelie mode offers five levels of wheel lift, measured by degrees above horizontal. Very low allows 0.36 degrees of lift, with very high letting you hit 22.25 degrees before kicking in. Low, Medium, and High sit in between.
• The six-speed gearbox has revised ratios for 5th and 6th gear. We’re not sure if it’s higher or lower. The only thing we heard from KTM was that this “allows for better use of the rpm range in the higher gears, adding to the overall riding experience.”
• The suspension on the 2024 KTM 1390 Super Duke R Evo has been upgraded to 3rd-Gen WP Apex Semi-Active Technology. Stroke sensors and the IMU send info to the Suspension Control Unit, which controls the magnetic damping valves. There are five damping settings—Sport, Street, Comfort, Rain, and Auto.

• Suspension Pro is optional, adding Track and Pro modes to the semi-active suspension. Suspension Pro adds spring-preload auto-leveling by determining the rider’s weight, with three settings available—High, Standard, and Low. For faster starts, Factory Start automatically increases weight on the rear wheel by reducing shock spring-preload. To personalize braking, the Suspension Pro package has an anti-dive setting for the fork.
• The 2024 KTM 1390 Super Duke R Evo is shod with Michelin Power GP tires. This cuts 2.6 pounds of unsprung and rotational weight compared to the previous SDRE rubber. The rear tire is a 200/55, and the front a 120/70. Tire pressure monitoring is standard and can be paired with two sets of wheels for track day enthusiasts.
• The front 320mm discs and Brembo Stylema calipers get a new Brembo MCS master cylinder. The multi-click system allows for personalization of the clutch lever action.

• The hydraulic clutch gets new master and slave cylinders. It’s a self-venting system, so bleeding is a thing of the past.
• New winglets reduce front wheel lift by increasing downforce. KTM notes that they also “add to the overall look.”
• The fuel tank benefited from the new airbox and intake design. The new tank holds an additional 1.6 quarts of fuel, upping the capacity to 4.6 gallons. The tank also has a new, wider shape for improved contact with the rider when braking and cornering.

• KTM has lowered the handlebar a bit. However, KTM promises that comfort is not compromised—it is an upright, naked sportbike, after all.
• There’s a new LED headlight on the 2024 KTM 1390 Super Duke R Evo. It is 1.5 pounds lighter, improving mass centralization.
• The tail end has been cleaned up a bit. The dedicated brake light is gone from the subframe cover.

• The five-inch TFT dash gets an upgrade. The display has a new UI, so getting through the menu will require fewer clicks, and the graphics are more intuitive. The powered USB-C port is also new.
• The MSRP for the 2024 KTM 1390 Super Duke R Evo is $21,499. However, as you can see from our First Look, there are plenty of enticing options—we don’t have the prices for those. You get your choice of Black or Orange plastic—the trellis frame is orange and the wheels are black, either way. We don’t have an arrival date for the latest iteration of The Beast.

2024 KTM 1390 Super Duke R Evo Specs

Type: 75-degree V-twin w/ cam-shift

Bore x stroke: 110mm x 71mm

Displacement: 1350cc

Maximum power: 188 horsepower

Cooling: Liquid and oil

Lubrication: Forced oil lubrication w/ 3 oil pumps

Transmission: 6-speed (quickshifter optional)

Clutch: Hydraulically actuated wet multiplate w/ assist and slipper functions

Final drive: 525 X-ring chain

Frame: Chromoly steel trellis frame w/ composite cast-aluminum subframe

Handlebar: Tapered aluminum

Front suspension; travel: Fully adjustable, semi-active WP Apex 48mm fork; 4.9 inches

Rear suspension; travel: Linkage-assisted, fully adjustable, semi-active WP Apex shock; 5.5 inches of travel

Front wheel: 17 x 3.50

Rear wheel: 17 x 6.00

Tires: Michelin Power GP

Front tire: 120/70 x 17

Rear tire: 200/55 x 17

Front brakes: 320mm discs w/ Brembo Stylema calipers

Rear: 240mm disc w/ Brembo 2-piston caliper

ABS: Cornering ABS by Bosch w/ Supermoto mode

DIMENSIONS and CAPACITIES

Wheelbase: 58.7 inches

Rake: 24.7 degrees

Seat height: 32.8 inches

Fuel capacity: 4.6 gallons

Curb weight: 441 pounds

Colors: Orange; Black

2024 KTM 1390 Super Duke R Evo Price: $21,499 MSRP

2024 KTM 1390 Super Duke R Evo Photo Gallery

RELATED ARTICLES MORE FROM AUTHOR

2024 seattle supercross fantasy picks and tips [7 fast facts], 2024 husqvarna svartpilen 801 first look [8 fast facts], 2024 bmw r 12 ninet inside look [7 fast facts; 42 photos].

Item added to your cart

Superlink Suspension Linkage Kit for Race Shocks on KTM 1290 Superduke R, RR, EVO - Gen 3

Couldn't load pickup availability

It's party time - the new Superlinks have arrived!!  

The new Superlink has the same race-bred characteristics of the original Superlink, but now it works with OEM exhausts too.

This Superlink kit can help you transform your Gen-3 1290 Super Duke R from a slow turning, sloppy exiting handful of a motorcycle, to the nimble Beast that we all long for it to be.

This kit is designed to work with adjustable length race shocks like the WP Apex Pro, the MUPO Evo, the Maxton GP10, or the Ohlins TTX.   The link dimensions are unique and specific to this kit.   The OEM links (+10 and +20) are completely different and only for use with OEM shocks.

This link does several things that are not possible using the stock OEM link.  To begin with it allows the full range of adjustment available with the race shocks mentioned above.  This gives you, the rider, a wide range of adjustability to how your Super Duke R performs at speed.   By adjusting shock length on the SDR you can:

• Increase or decrease swingarm angle from -11 degrees to -13 degrees
• Increase free hang anti-squat from 108% to 112.7%
• Increase or decrease trail from 106mm to 99mm

In addition to opening up all of these possibilities, this Race Link Kit also reduces the progressive nature of the stock OEM link - from 11.8% to just 3.5%.   This will give you a more consistent and predictable feel throughout the full range of your rear suspension.

Due to the design of the SDR eccentric swingarm axle housing, every time you adjust your chain you also adjust your chassis.  And every time you change sprockets, you have to adjust your eccentric - sometimes drastically.   In some gearing configurations you can lose up to 9mm of rear ride height, just because of the eccentric position necessary to adjust proper chain tension.   This is the beauty of having this new link - it gives you the ability to manipulate your chassis, or even to keep it the same when you change something else like gearing.   

Comes complete with control arm, two race links shown in the pic, OEM bearings, shims, and dust seals installed.    Re-use the inner shafts and end caps which are easily swapped.   Titanium bolts are not included.

Feel free to contact us for any questions or advice via this site's contact form.

*Setup TIPS:  Unless you weigh 130lbs your SDR will work better with a stiffer rear spring.  Your Gen-3 1290 Super Duke R came with an 85nm spring.   To put things into perspective, our race prepped SDR has a 105nm spring.  That's a LOT stiffer.   As far as rear ride height, we run our bike 25 to 30mm higher than stock.

SPECIAL NOTES:

*Apparently Austin Racing's RS22 exhaust , which in some cases can rub on the OEM control arm, can also rub on the Superlink control arm.   So at this point, until AR updates their RS22 design, it will not fit with the Superlink.

*Due to this link's specialized design being less progressive than stock, which is excellent for track and sporting use, we recommend that you add preload to your rear spring before you ride two-up .

Customer Reviews

Can't say enough about GoGo's superlink.. this thing allowed me to raise the bike fairly significantly with the WP Apex Pro shock..First track weekend was with a 12mm ride height rise and the difference from the OEM height (and shock) was massive.

I had such a hard time finishing corners with the OEM setup.. the bike just wanted to push wide, but even with a relatively small change of 12mm things are feeling WAY better.

Looking forward to raising the ride height more next time out.

If you don't have / want / need an aftermarket shock, I'd say buy the linkage plates and be amazed!

Finally, Superduke upgrades that are actually track developers and tested! With the superlink installed in my SDR, the bike absorbs bumps better and, more importantly, feels much more planted at corner exit. Steers better as well. You can tell a lot of development went into the product because it does exactly what Gogo claims. 100%

After spending over 10 (track) years on BMW S1RR’s I switched to a GEN3 Super Duke in early 2021. The first time on track on the Duke was a blast! But when I looked at my laptimes I realized that I was about 10 seconds slower on the Super Duke than I have been on the S1RR. I was shocked and tried to figure out what was going on. I knew that on a long straight the Super Duke was highly disadvantaged against the liter bikes but why was I so slow coming out of turns…? Month’s later, and after not much improvement, I was about ready to sell the Super Duke. At that time I stumbled across the Superlink and the rich inventory of YouTube videos that Superlink developer and racer Eric “GoGo” Gulbransen posted. It was eye opening to say the least. No matter what you do to a Super Duke it won’t excel if you don’t start with it’s basic geometry. The way the bike comes from the factory it virtually sits on it’s rear tire. What this does is it destroys every corner exit. As soon as you go on the gas the front unloads and the bike starts to drift wide. This forces you to stay off the gas much longer and not only destroys laptimes but is also makes the bike fairly hard to steer precisely at all. Raising the rear ride height (increasing anti-squat) and reducing linkage progression are the two key benefits of the Superlink. It has transformed my bike and eventually allowed me to be back at previous (S1RR) laptimes. Anton Brea, CA

• Choosing a selection results in a full page refresh.
• Opens in a new window.

Choose the ID of the Quiz you want to render (link popup, external link popup, email link popup):

• Which link do I need? (backup) #quiz-yGHrm5 (internal) or https://superduked.com/#quiz-yGHrm5 (external, email)
• Which link do I need? #quiz-GrHy3v (internal) or https://superduked.com/#quiz-GrHy3v (external, email)
• Tutorial Quiz (copy) #quiz-qrHj6G (internal) or https://superduked.com/#quiz-qrHj6G (external, email)

• Forum Listing
• Marketplace
• Advanced Search
• Super Duke 1290, 990

GT Suspension Setup

• Add to quote

After searching for ways to make the suspension more stable and aggressive I raised my fork legs through the triple tree by 1.1cm (11mm). I already feel like the bike is way more planted with quicker turn-ins. I was wondering if anyone else has tried this? Before this change though I have tried several remedies, the bike would start to become unstable under hard acceleration. 2016 KTM Superduke GT w/ 2019 suspension update  

I haven't yet but I was planning on doing that too. The handlebar is very high and a little more weight on the front end should be an improvement. Seeing that the roads are wet I was going to wait. Unstable under hard acceleration? That doesn't sound like a GT? Can you describe the unstable behavior?  

Rageyoudown said: Before this change though I have tried several remedies, the bike would start to become unstable under hard acceleration. 2016 KTM Superduke GT w/ 2019 suspension update Click to expand...

Its hard to describe the feeling of unstableness. When accelerating with heavy throttle the bike would begin to waver slightly.. going away right when letting off. It almost feels like a wiggle but I would say its just wavering. I have checked brake pads/rotors/buttons, reseated the front wheel, checked the steering dampener which was replaced to an aftermarket with more resistance, changed the windshield/ windshield height, tightened everything with the front steering, changed handlebar positions, and probably missing some other things. Someone mentioned one time with single sided arm and direct shock connection it could cause this. My bike even has the big motec crash bars which I imagine provide extra frame stiffness. The heavier I make the steering dampener or front end it seems to eliminate the wavering.  

That's weird. It sounds like a front wheel drive car that has too much torque steer. There are two things that comes to mind and both could be longshots: Check the steering head bearings. Mine tend to loosen every 5-6,000 miles and need to be retorqued. Second, the front end might be tweaked. To fix this loosen the lower fork bolts, the axle, the axle clamp bolts and even the caliper bolts. Don't take them off, just loose. Then put the bike upright and pump the forks up and down to straightened anything that was tweaked and torque everything again. Lastly, what is "reseated" a front wheel? I am not familiar with that term.  

Could just be tyres, what brand/how many miles/what pressures?....... or maybe steering head bearings need a nip tighter? My service guy tightened mine during last October's major service. My fork oil is now 32k kms old (or app 20k miles) and is nice and soft for comfy long trips - so I intend to get it changed at the next minor service. In my major (30k km/19k ml) service receipt they checked the rear hub for runout/bearing play....... maybe your 16 has some wear down there?  

I'll have to get back to you on the exact tires, they are both Michelin but not the same model. I would say 50% tread life left. 36F and 38R PSI.. I recently snug up the headstock. I have about 17k Miles and the forks do seem to be weeping some (leaving a dirt line but not dripping or running). I used a seal cleaner which helped one side a bit but the other is still about the same weep.  

Different model tires could be a problem, since the front to back tread patterns could be in conflict.  

1.1cm / 11mm is way past where the rings end.. I believe when I bought the bike used it was nearly flush with the silver / electronic cap. I'll have to snap a picture for the height etc  

Hmmmm, yes, 2 rings showing above the top clamp is factory setting...... no wonder you had handling issues! Here's a pic of mine when I had 3 rings up......  

Attachments

Holy smokes!!! Your fork tubes should set at the.... middle line on the forks! I bet that bike turns faaaaasssst.  

Yes. I'm on my second 2020 GT. Both waffled under hard straight line acceleration. On my first one, I thought I was going down when I passed a car doing 80mph or so. Riding position stops this from happening. When I lean way forward, it won't waffle. If I'm in a relaxed position kinda leaning back, it will do it. The frame will oscillate. Both bikes are or were brand new with 2000 miles or less. My first 2020 did it on the way home from picking it up from the dealer . So, I also stiffened preload. That helped alot. Putting more weight on the front stops it. Lowering the front end helps as well. I don't think it can be corrected totally. Probably why the frame was redesigned. I wanted to replace my 2020 with a new 2021. But in the US, they are not making them. So I bought a used 2020 with only 2000 miles on it. I just bought my second 2020 2 weeks ago. I totalled my first one. I'm going in my garage today and lower the front end. All I can say, is, right before I whack the throttle, I get in a drag race position leaning way forward. Then, it is way more stable.  

NotAClue said: I'm on my second 2020 GT. Both waffled under hard straight line acceleration. On my first one, I thought I was going down when I passed a car doing 80mph ... I also stiffened preload. That helped alot. Putting more weight on the front stops it. Lowering the front end helps as well. I don't think it can be corrected totally. Probably why the frame was redesigned. Click to expand...

Let's be clear. When two new bikes do the same thing bought from dealers about 700 miles apart, it is not a coincidence. No matter were you set the forks, the suspension should NEVER act that way. Im not the first to complain about this. This waffling is a known issue. If you dig around you tube, you will see a video from one of KTM's lead engineers describing the new Gen III frame. One of his statements, he smiles and says something like, "to stop unwanted characteristics under acceleration". Some KTM GT bikes may do this, some may not. All objects have a natural harmonic frequency. Similar to a musical tuning fork. When you hit it, aint no stoppin it...slang of course. Hence the need for a steering dampener... I'm not a young kid anymore...which sucks. Ive been riding and drag racing for 35+ years. Ive bought more bikes than I can count. NO bike has done this other than the GT. I just live with it because I just love the bike so damn much. When the 2021's come out, Ill have my check book ready...  

11 mm seems like a lot. I have heard the figure 6mm bandied about, but haven't tried raising the tubes yet. If you're not into dropping large bucks on a steering damper, it's easy to change the oil in the stock item. I refilled mine with 7wt. Stock is 5 wt. I believe.  

I think, engineering-wise, the issue with the older frame is one of headstock position. At some point, the chassis was overwhelmed in 10/10ths track testing. I don't think there's a ton of 10/10ths cornering involved at Pikes Peak. The gravel pits are filled with riprap. Although I'm just guessing, I believe the headstock on the new frame is closer to the swingarm pivot than it is on the older-gen. I think when they compared it to the RC8 frame, a light went on. I'd like to know if there's a difference in the output shaft-to-rear axle number. My guess is it's grown, and weight has shifted forward.  

As @NotAClue is saying I believe we are having similar problems with the waffling/sweeping/wavering/death wobble/frame flex or however else you want to call it. We both can drop our front and somewhat mitigates the issue. I don't know if its frame flex or what but it does happen and can be scary. I have tried many of the fixes on here from recommendations to even replacing both my front and rear tire recently. They were different models but the rear was a 200/55 instead of the 190/55 however I can say this hasn't fixed my issue. I have a steering dampener and nearing have to set it to max stiffness if I wanted the issue to be unnoticeable but I'd rather be able to turn my bike at slow speeds. When putting my front tire on I noticed the axle wasn't aligning into the hole on one side well but I still made it work. I'm ordering a replacement axle and might look into buying rotors incase they were warped. Does anyone know if the Superduke 990 brake rotors fit? They should be the same size but I didn't know if the mounting holes or thickness would be the exact size.  

"Some KTM GT bikes may do this, some may not. " I'd say it seems like very few do because from what I've read, this isn't prevalent. My brother and I both have 2019 GTs and neither of us has noticed any such issue. Mine seems rock steady under hard acceleration up to 140 at least. The only time I've had any hint of head shake is setting the front back down after lifting under hard acceleration. No "waffling" ever noticed otherwise.  

^^^ Wheel sensor that bolts to the left brake disc will be different. If your brakes aren't pulsing, then don't replace them. My GT handled very well, i put a heavier weight oil in the forks at 30,000kms. If yo want to stiffen up the front end, try the power parts billet triple clamp. There is nothing inherent wrong with the frame, its been a proven frame over 6 years of manufacture. Sure it has some flex, it was built into its design, its a forgiving road bike/frame. If you want stiff, trade it on the new 2020 SDR, its a very stiff frame, very direct in its handling.  

It could also be as simple as the handlebars are too wide for your tastes instead of a frame issue. They are for me and my GT feels similar to what you are describing. To me it feels more like a supermoto than a scalpel. Sure the wide bars give lots of leverage but wide bars can also feel slightly disconnected and weave about a bit. It's like the GT is a mountain bike with wide bars for leverage through mud while a road bike has narrower bars and a more solid feel to the bars.  

My steering damper was nearly empty when I pulled it to change the oil. I still hadn't noticed any stability issues, straight up or leaned way over. The only thing I could pick about was initializing a turn takes a bit of an effort before it settles in. Once initiated, no probs changing line, downshifting or trail braking. I'm hoping the damper will now help with keeping it calm in highway traffic. A little less wind influence from other vehicles would be nice.  

Recently i swapped bikes with my mates 2020 1290R. The bikes were chaulk and cheese in how they ran. My engine was turbine smooth, his had a rougher feel in the lower rev range, his suspension had a harsh feel to it compared to mine, his screen gave better protection to mine (same screen, mine tilted more upright) his handle bars felt more flighty to mine. I had one bar end mirror, his had 2 bar ends plus he had his phone attached to his handle bars. But the biggest difference was the engines performance. Mine with a 40 tooth rear sprocket, his with a 16 tooth front sprocket. In roll ons, mine romped away from his. Back to the flighty feel on the GT. The GT has little down force, its big twin torque wll make the front feel light as it dances across the surface. Big ape-paner mirrors cause the handle bars to feel flighty. Going back over this thread, there a lot about the GTs handling. I can say i could push guys hard on 1290Rs V4 Tuonos BMW 1000r etc on my GT, it was never inferior to them in performance. Sure the stock suspension felt out of its comfort zone pushed near its limit, but it didn't do anything un-predictable. When i first purchased the GT, i got them to dial in 5mm more rear preload, and i raised the forks to the 3rd line. Mine handled fantastically for a sports tourer. If you want to push the GT hard, put some decent tires on it. Sports tires. I ran the stock tires, i then tried PR5s, i was impressed with those when pushed hard, i switched to Conti Road Attack III, those where the tires that best fitted between sports riding to touring, and amazing in the wet. Ive had unstable bikes before, a 999S that couldn't be riden on Michelns , it just wouldn't handle on them unless they had way high pressures in them.  

Its done electronically at your dealer, they can add 5mm preload as your base setting.  

Anyone had an issue fitting the front wheel back on? I recently had to and the axle was not aligning properly on one side. It took a lot of leverage and a hammer to get the holes to line up. I couldn't tell if this was due to the way I put everything back on or if the calipers/rotors caused the issue. On my bike the front axle nut is always a horrid to remove, makes a loud clunk and the axle nut itself smells like burnt metal friction afterwards.  

Talking of poor PDI, After riding my NEW SDR home, I found 1 fork leg at 0 preload and one at +3. so, yes poor PDI happens a lot it appears. Rob  

• ?            
• 258.3K posts
• 43.8K members

Top Contributors this Month

• Account Settings

Classifieds

Bike reviews, product reviews.

• Best Motorcycle Cameras
• Best Motorcycle Earplugs
• Best Motorcycle Oil
• Best Leather Jackets
• Best Winter Gloves
• Best Sportbike Tires
• GPS Buyers Guide
• Adventure Touring
• On-Off-Road
• Sport-Touring
• Touring Scooter
• Harley-Davidson
• Royal Enfield

New Rider's Hub

Top stories.

2020 KTM Super Duke R First Look

Faster, lighter, more sophisticated and nakeder than ever, KTM says every nut and bolt in the new Super Duke R wants you to go fast, but in control.

KTM Press Release:

2020 KTM 1290 SUPER DUKE R

MSRP:$18,699 USD/ $19,999 CAD

THE BEAST Having shed its skin, the KTM 1290 SUPER DUKE R is now a leaner, meaner and an even more menacing hyper-naked bike than ever before. Mounted into an all-new chassis, beats an updated version of the renowned 75 degree, 1301 cc LC8, V-Twin heart, taking THE BEAST to the next level.

Every piece, system, nut and bolt of theKTM 1290 SUPER DUKE R wants you to go fast and yet stay in control: the wide, low handlebar, the Brembo monobloc brakes, the MSC including corneringABS, the glorious WP suspension, the optional, two-way Quickshifter+, the new multifunctional TFT display and the LED headlight.

The KTM MY RIDE smartphone and audio player integration comes as standard,and with the KTM RACE ON transponder key in your pocket,you can forget about ignition keys and mechanically locked fuel caps.

 NEW top-feeder injectors and 56 mm throttle bodies provide an improved air to fuel mixture at high rpms, providing more torque and better fuel economy throughout the rev range.

 UPDATED PANKL gearbox provides quicker shift times, shorter shift action and lighter lever modulation.

 NEW ram air intake positioned in the new headlight mask maximizes flow by forcing air into the combustion chambers, reducing the chance of low air pressure and increases the fuel burn rate.

 NEW steel tank with 16 liter (4.2 gal) fuel capacityhas been crafted with a new shape and angle designed to support the rider equally on the street and on the track.

 NEW exhaust headers optimize gas flow, while 2 catalytic converters control emissions,without compromising the V-twin engine note or horsepower.

 NEW ultra-lightweight chrome-molybdenum steel frame with the engine as a stressed member is 3 times stiffer and 2 kg (4.4 lbs) lighter than its predecessor, allowing for effortless, confidence-inspiring handling.

 NEWand lighter composite subframe combines a number of functions to save weight and increase functionality.

 NEW longer single-sided swingarm has been repositioned closer to the output sprocket for more control when putting the power down.

 UPDATED, lighter 48mm WP APEX USD split front forks with separate damping circuits offer composed handling on and off the track. Rebound and compression damping are adjustable, as well as adjustable preload, new for 2020.

 NEWLY developed WP APEX rear shock absorber features separate gas and oil reservoirs,making it lighter and more compact than its predecessor. A‘no-tools-needed’ manual preload dial provides the ultimate in rear shock set-up.

 NEW, lighter forged aluminum triple clamps with an offset of 32 mm have been matched to an aluminum steering column for added weight savings.

 NEW linkage at the rear helps to smooth out rough roads, while still ensuring that full-attack track action remains uncompromised.

 NEW CAD designed wheels offer a lighter build while keeping strength and looking fantastic.

 Brand-new Bridgestone S22 tires developed with a specific carcass in the rear for the KTM1290 SUPER DUKE R offers a more stable ride in corners, improving grip and performance.

 NEW reworked and updated ride modes have been designed to be less intrusive in all modes with smoother anti-wheelie functions.

 MSC (Motorcycle Stability Control) with Cornering ABS by Bosch incl. Supermoto mode,Ride mode technology and multi-stage, lean angle sensitive Motorcycle Traction Control (MTC).

 NEW lean angle sensitive Motorcycle Traction Control (MTC) uses a 6 axis lean angle sensor and two different controllers to keep things in check. The wheel-slip controller regulates the amount of spin or break in traction at the rear wheel. A pitch angle controller identifies and regulates abrupt changes in front wheel lift.

 Optional “Trackmode” includes launch control, 9-level spin adjuster, a track ride mode, and anti-wheelie off function.

 Optional“Performance mode” takes the basic concept of “Track mode” 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.

 Optional dealer-installed Performance Pack combines Motor Slip Regulation (MSR), Quickshifter+.

 KTM MY RIDE comes as standard and features a Bluetooth connection to the rider’s smartphone to control audio playback and to accept phone calls.

NEW LED headlight and LED daytime running lights for an aggressive front profile and great visibility.

NEW multifunctional TFT-dashboard with increased functionality displays all important information in a clear and bright display and is angle adjustable with a bonded glass display for scratch and glare resistance.

More by John Burns

Join the conversation

Just watched a YouTube video on the sdr. It also talks 890, but it made me feel confident the sdr will be a good evolution.

https://youtu.be/HsWzYOt0HUE

I have owned a 2016 Super Duke GT and now a 2018 Super Duke 1290r. I love that motor. All the torque and horsepower all below 9500 rpm. Perfect street bike and great for occasional track days. I would not change anything. Love the wheelie control with full throttle out of corners. You still can not use all this bike can offer. These 200 horsepower bikes are just horsepower wars. Even the Duke has electronics to tame the beast or it would not be rideable.

Agreed my 2018 sdr is a joy to ride. I really do get withdrawl symptoms when not riding it. With the oopart exhaust it is loud but I just love the sound of it. I look like the joker with the grin I have when riding it.

Find your Motorcycle

Specs classifieds, popular articles.

2025 Triumph Daytona 660 Review – First Ride

2024 Moto Guzzi V85 TT, TT Travel and Strada Review – First Ride

Guilty Pleasures – Question of the Day

2024 Honda CBR600RR – First Look

2024 Honda NX500 – First Look

You may also be interested in.

What Motorcycle Are You Surprised is Still In Production? – QotD

Indian Vs Harley: Five Ways to Pick the Motorcycle That's Right for You

Small Adventure Bike, Big Adventure Dreams

2022 KTM 1290 Super Duke R EVO First Look

Church Of MO: 2014 KTM Super Duke R Review

2024 KTM 1390 Super Duke R EVO Review – First Ride

WP Suspension Announces Upgrades For KTM 890 Duke R And 1290 Super Duke R

Evotech Performance Launch Accessory Line for New KTM 1290 Super Duke R

Kramer Motorcycles Teases A Super Hooligan-Inspired Naked Bike

2024 Harley-Davidson FLI Hydra-Glide Revival Specs Leaked

RIP Evans Brasfield

What’s Required to Get a Motorcycle License?

Church Of MO: Lloydz Motor Workz Supercharged Victory Cross Country

Revisiting Last Year's Motorcycle of the Year Winner

Moto Guzzi Honors Owner’s Club with Special Edition V7 Stone Ten

Ricky Brabec Wins 2024 Dakar Rally

Alpinestars Supertech R10 Racing Helmet – First Look

Best Cruiser / Bagger of 2023

• ten best motorcycles
• new motorcycles
• motorcycle dyno
• buyer's guide
• comparison tests
• gear and products
• Buyer's Guide

2020 KTM 1290 Super Adventure R

A V-twin for the dirt.

KTM does off-road performance. Case in point, the 2020 KTM 1290 Super Adventure R. With Dakar-inspired styling, longer suspension travel than the road-going S model, crash guards, and spoked wheels, the R is geared for any challenging expedition. It’s equipped with the same 75-degree 1,301cc V-twin that claims 160 hp and lean-angle-sensitive ABS and traction control, four ride modes, cruise control, a 6.5-inch TFT display, KTM My Ride package with navigation capability.

2020 KTM 1290 Super Adventure R Reviews, Comparisons, And Competition

When our tester rode the 2017 1290 Super Adventure R he concluded that the ADV machine “is a lot of motorcycle, yes, but it’s a lot of very capable motorcycle, and just as willing to go off the beaten path as you are.”

Competition includes dirt-ready models like Ducati Multistrada 1260 Enduro , BMW R 1250 GS Adventure , and Honda Africa Twin .

KTM 1290 Super Adventure R Updates For 2020

No major changes were announced. The model is available in one graphic/color scheme for a starting MSRP of $18,599.

2020 KTM 1290 Super Adventure R Claimed Specifications

• Harley-Davidson
• Royal Enfield
• Adventure & Dual-Sport
• Sport Touring
• Retro/Vintage
• Trikes, Sidecars & Scooters
• Buyers Guides
• New & Cool
• Electronics
• Parts & Accessories
• Books, DVDs & Other
• Latest News
• Tips & Tricks
• Rallies & Clubs
• Learning To Ride
• Other Features
• Favorite Rides
• Midwest U.S.
• Northeast U.S.
• International
• Favorite Rides & Destinations Digital Edition
• Rider Magazine
• Rider Enewsletter
• American Rider
• Woman Rider
• Powersports Business
• Market Research
• Consumer Panel
• Subscriber Login
• Customer Service

2024 KTM 990 Duke Review | First Ride 

What’s the magic number? When the first Duke debuted 30 years ago, it was 602cc, which was packed into a single-cylinder engine that made 58 hp. These days (in the U.S. market), Dukes range in displacement from 249cc in the Duke 250 to 1,350cc in the 1390 Super Duke R Evo. In between, KTM offers the 390 Duke (399cc), 790 Duke (799cc), and 990 Duke (947cc). For this KTM 990 Duke review, we take one of the newest Dukes on a test ride in the mountains of southern Spain.

Related: 2024 KTM 390 Duke Review | First Ride

With its displacement approaching a liter, the new 990 Duke resides in the so-called “super middleweight” class. It replaces the 890 Duke R, but there’s more to it than just a 58cc bump in engine size. According to KTM reps at the global launch in Spain, the 990 Duke is 96% new and “more like a smaller Super Duke.”

Powering the 990 Duke is KTM’s liquid-cooled LC8c parallel-Twin with DOHC and 4 valves per cylinder – the same engine platform found across the 790/890/990 Adventure and Duke lines. Only the 990 Duke has the 947cc version that makes a claimed 123 hp at 9,500 rpm and 76 lb-ft of torque at 6,750 rpm (up from 121 hp and 73 lb-ft on the 890 Duke R). The intake mixture is fed through a 46mm throttle body and compressed at a ratio of 13.5:1, the Bosch engine management system uses throttle-by-wire, and the 6-speed transmission is mated to a PASC slip/assist wet clutch. Spent gasses exit through a new stainless-steel exhaust that’s Euro 5+ compliant.

Wrapped around the 990 Duke’s engine is a new frame, subframe, and swingarm. The chromoly steel frame, which uses the engine as a stressed member, is stiffer for added stability and wider at the back to pass outside rather than inside the swingarm. To compensate for the stiffer frame, the diecast aluminum subframe allows more flex, and it now houses the airbox. The swingarm, which is constructed using gravity diecast aluminum and uses a closed-lattice rather than the previous open-lattice design, is 3.3 lb lighter than the 890 Duke R’s. KTM says dry weight is 395 lb without fuel, so it should be about 418 lb with the 3.8-gallon tank fuel.

Gear Up | KTM 990 Duke Review

• Helmet: Shoei X-Fifteen
• Suit: Alpinestars Missile V2
• Airbag Vest: Alpinestars Tech-Air 5
• Gloves: Alpinestars SP-8 V3 Air
• Boots: Alpinestars Supertech R Vented

Like the 890 Duke R, the 990 Duke is equipped with adjustable WP Apex suspension, but it has a new 43mm inverted open-cartridge fork with 5.5 inches of travel and a single gas-assisted rear shock that’s mounted directly to the top of the swingarm and has 5.9 inches of travel. Convenient fork-top adjusters offer five-click adjustability for compression (left leg) and rebound (right leg). The shock also has a five-position adjuster for rebound that requires a flat-blade screwdriver, and preload is adjustable using a spanner (both tools are in a kit under the seat; compression cannot be adjusted).

The 990 Duke rolls on 17-inch cast-aluminum wheels shod with Bridgestone Battlax S22 tires (the latest S23s weren’t yet available for homologation). The front wheel is the same as the 1390 Super Duke R Evo’s, but the rear is slightly different because the 990 has a two-sided swingarm and the 1390 has a single-sided swingarm. Slowing things down are the same 4-piston radial front calipers with 300mm discs and 2-piston rear calipers with a 240mm disc as on the 890 Duke R, but a lighter connection between the front rotors and the wheel saves roughly 2.2 lb of unsprung weight. Cornering ABS with a rear-off Supermoto mode is standard.

In terms of technology, the 990 Duke has a new 5-inch color TFT display with a scratch- and glare-resistant bonded-glass screen, redesigned menus, and optional KTMconnect for smartphone pairing to allow access to navigation, audio, and phone calls. All lighting is LED and there’s a USB-C charging port. Rider electronics include three standard ride modes (Sport, Street, and Rain) and two optional ride modes (Performance and Track) that adjust throttle response, lean-sensitive traction control, and wheelie control. Track mode enables a10-level rear-wheel slip adjuster that can be adjusted on the fly, launch control, a lap timer, and telemetry functions. Cruise control, Motor Slip Regulation, and an up/down quickshifter are optional.

The 990 Duke has also been restyled, with a more muscular, hunched-forward stance like the 1390 Super Duke R Evo. Both share a unique headlight design with stacked low and high beams in the center that are framed by a pair of DRLs shaped like curved talons. Compared to the 890 Duke R, the 990 Duke’s seat is angled up more in the front to prevent the rider sliding forward, is flatter, has new foam, and sits at 32.4 inches, down from 32.8 on the 890. The pillion seat was moved up by 0.8 inch to give the passenger a better view and more legroom.

My test ride on the 990 Duke was a romp in mountains above Almería, Spain, on a cold, clear February morning that was part of the “30 Years of Duke” press launch that included the 390 Duke and 1390 Super Duke R Evo. When we did a comparison test of KTM’s full Duke lineup in 2021 , the 890 Duke was a staff favorite, “a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.” We described it as “a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials.”

Is the 990 Duke even better? Yes and no. It is an exciting machine that provides a thrilling rush of power and has a light and balanced feel, a responsive chassis, and an excellent electronics package. The Duke’s steady evolution from the 790 to the 890 to the 990 is obvious, but the 990 feels like it just turned 40, suddenly thrust into middle age. As a seven-tenths scale Super Duke (at least in terms of engine displacement; the 990’s 123 hp is 65% as much as the 1390’s 190 hp), it demands more respect and has lost a bit of its free-spiritedness.

That’s not necessarily a bad thing. It’s just a shift in focus, and with the 790 Duke back in KTM’s lineup, it makes sense.

Our launch base camp was the Circuito de Almería, located in an arid region near the southern Spanish coast where many Spaghetti Westerns were filmed. From the track, we rode north into the mountains, climbing rapidly on a road with so many hairpins it felt like riding the Alps minus the tour buses. On such a tight, technical road, the 990 Duke felt like overkill. The 390 Duke we rode the previous day would have made more sense, or perhaps KTM’s 690 SMC R supermoto .

After we did our photo passes on a 1st-gear hairpin where I struggled to find my groove, we continued climbing to the top of the mountain. Down the other side, the curves opened up and the 990 Duke felt more in its element.

On a short ride on public roads, some of which were wet or lightly glazed with ice, I didn’t try out the Performance or Track modes, or the new launch control. The Street and Sport modes provided plenty of excitement, and the more I rode the 990 Duke, the more I fell under its spell. Allow me to reiterate two key specs: 123 hp and 418 lb. That power is delivered in a direct but very manageable way to the rear wheel, which is attached to a lightweight motorcycle with a retuned chassis that ensures steering inputs hit the bullseye. Admirable qualities, but also ones that encourage a high rate of speed.

I’ve tested enough KTMs to become accustomed to its menus and appreciate the intuitive illustrated motorcycle graphics that show how different settings affect vehicle dynamics. The new switchgear on the 990 Duke is easy to use, but there are too many steps involved in changing modes and settings on the fly. A simple “mode” button that would allow a rider to quickly toggle between ride modes would simplify the process.

So 990 may be the magic number. Nearly 20 years ago, the KTM 990 Super Duke was the first big-bore streetbike made by a small Austrian company known for its dirtbikes. Since then, KTM has become Europe’s largest motorcycle manufacturer, the Super Duke has gotten super-er, and the 990 Duke honors that legacy.

2024 KTM 990 Duke Specs

• Base Price: $12,500
• Website: KTM.com
• Warranty: 2 yrs., 24,000 miles
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 947cc
• Bore x Stroke: 92.5 x 70.4mm
• Horsepower: 123 hp @ 9,500 rpm (factory claim)
• Torque: 76 lb-ft @ 6,750 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 58.1 in.
• Rake/Trail: 24.2 degrees/3.9 in.
• Seat Height: 32.5 in.
• Weight (no fuel): 395 lb (factory claim)
• Fuel Capacity: 3.9 gal.
• Fuel Consumption: 50 mpg (factory claim)

RELATED ARTICLES MORE FROM AUTHOR

2025 triumph rocket 3 storm r/gt review | first look , 2024 bmw f 900 gs review | video, 2024 royal enfield continental gt 650 and int650 review | first look .

Oh my, something that I was expected long time ago this bike have very big guts in torque of that displacement! Thumbs up from me!

The specs are pretty awesome, nice power and torque numbers for the 990 Duke, just wonder about reliability of this bike due to it being manufactured by CFMoto in China. Not a big fan of Chinese-built motorcycles. The 790 Duke is Chinese built also, thus reason for the outstanding MSRP. Good prices, hope KTM has their quality control department in check.

Forgot, most outstanding spec is the wet weight of 395 lbs., that’s nothing. It’s even less than the super light Ducati Monster 937 (414 lbs.) with only 111 hp and 69 lb-ft torque, basically same size engines — 937cc vs 947cc. Both being twins, Duc’s V-twin vs KTM’s Parallel-twin, like to see a shootout b/w these two.

Warning – Big mistake on the claimed wet weight of the KTM 990 Duke, factory is claiming the dry weight (no fuel), actual wet weight is 419 lbs.

179kg (no fuel) = 395 lbs. (no fuel), add 3.9 gal fuel = 23.8 lbs., thus 419 lbs. wet

That sounds accurate, no way it could have been 395 wet, that would have made it lighter than their 790 Duke.

KTM’s official tech specs say “Weight (Ready to Ride): 179 kg” but you are correct, that is without fuel. We’ve corrected the mistake.

Any idea what scheduled maintenance costs are over 2-3 years?

Still waiting for a mid-range Duke GT. I’ve wanted to buy a KTM for some time, but the bikes just don’t fit what I am looking for, which is a mid-size (under 1000cc’s), light, comfortable, sport-touring motorcycle. In terms of displacement the 890 was probably more in line with my thinking, but the 990 at under 400 lbs. would definitely work!

Now if KTM would just quit making their bikes in China I would consider them. Until then, not a chance.

LEAVE A REPLY Cancel reply

Save my name, email, and website in this browser for the next time I comment.

CURRENT ISSUE

News & reviews, fasttrack riders track day at laguna seca, march 16-17, 2024 moto guzzi experience tour schedule, suzuki national demo tour schedule announced.

• 7760 France Avenue South, Suite 810 Bloomington, MN 55435
• Phone: (763) 383-4400
• Subscribe to Rider Magazine
• Subscribe to Rider eNewsletter
• Contact Rider
• Advertise With Us
• Privacy Policy

© 2024 - Rider Magazine. All rights reserved.

2024 KTM 990 Duke Review

This year marks 30 years of the KTM Duke range and those of you who love the 890 Duke and 890 Duke R might want to look away now.

Photography by Sebas Romero

That’s because the snappy, vibrant, bratty little 890 we fell in love with on the very first ride three years ago is now all grown up and knocking on the door of the Super Duke in terms of shred-your-license performance.

The 2024 990 Duke is nearly a top-to-bottom rework. KTM claims 96 percent of the bike is entirely new, so if you were expecting/hoping for a revised 890, just with a bigger engine, you might be disappointed.

2024 KTM 990 Duke Review |  Engine

In creating the 990 Duke, the KTM engineers took the 890 engine and used—big breath—basically none of it. From the bottom up, you’ve got a new crank, conrods, pistons, more aggressive cams with higher lift and longer duration, a wider radiator, a revised underseat airbox, and a new exhaust, and the capacity hike from 889cc to 947cc comes via a 1.8mm bigger bore to 92.5mm and a 1.6mm longer stroke, now at 70.4mm.

Despite the 58cc capacity increase, KTM is only claiming a two-horsepower difference for the 990 over the 890 at 123 hp at 9500 rpm, but the talking point is more how the motor makes its midrange torque.

Peak torque is only a claimed 3 lb-ft more at 76 lb-ft at 6750 rpm, but the 990 (947cc) motor feels smoother and more robust in its torque application between 3000-7000 rpm, right where you’ll spend a large portion of your time while riding on the street. You can click it a gear higher than you’d expect for many situations and just leave it there, surfing up and down the rev range and being downright lazy if you want.

But that’s only part of its character. It’s still a KTM Duke, and in that style, it’ll absolutely rip out of tight hairpin corners and up mountain passes with almost the same gusto as the new 1390 if you hammer the ride-by-wire throttle with any kind of malice.

The 900 is a belter of a motor and can pull the around-town cruisey trick just as easily as it can power wheelie in second and third gear up your favorite canyon pass. It’s so flexible you start to wonder why you need a 1390 for anything other than bragging rights.

In standard form, you don’t get a quickshifter for the six-speed gearbox, which is rather annoying given the $12,500 sticker price, but you get three riding modes: Sport, Street and Rain. Pay a little extra, and, like the test bike we had in Southern Spain, you can have the optional Track and Performance modes that allow you to adjust the levels of traction control, wheelie control and launch control.

Sport, Street and Rain have preset levels for each of those aforementioned features, although peak power remains the same across each mode, all changed in the five-inch TFT dash.

As you scroll up through the modes, the throttle response gets ever sharper, to the point where you only want Track mode for the track (sounds obvious, I know). The majority of my time was spent in Sport mode while on the road, but Street has a creamy smooth initial throttle opening, and I’d be quite happy if that were all I had at my disposal if my 990 was strictly a street and not a track bike. But then I’d want to be able to take the wheelie control off, and I can only do that if I’m in track mode. Hey, it’s a KTM Duke, after all.

2024 KTM 990 Duke Review | Chassis

Although the motor has very little in common with its predecessor, the chassis and how it behaves are by far the most significant changes compared to the 890.

One of the 890’s loveable traits was that it wasn’t overly stiff, so it could soak up most road imperfections without too much fuss. The tradeoff, however, is that it starts to get a little too flexy when taken to the track and used in real anger.

For the 990, KTM has given the chassis a makeover, claiming the new tubular steel frame is 15 percent stiffer than the 890. Helping achieve this number is a frame that runs outside the swingarm pivot, compared to inside on the 890. KTM claims eight percent more lateral stiffness and five percent more torsional stiffness for the new frame, while the closed-lattice swingarm actually has less rigidity (to the tune of 35 percent and 3.3 pounds lighter) than on the 890 to offset this rather drastic increase in frame stiffness and allow greater feel of the tires on the road. There’s also a new cast alloy subframe to house the larger airbox.

Front to back, the 990 is shorter and racier than the 890—the rake has decreased from 24.3 degrees to 24.2 degrees, and the wheelbase has dropped 0.2 inches to 58.11 inches. Where it’s not smaller than the 890 is between the rider’s legs: The tank and the shrouds surrounding it make for a wider riding stance, splaying the rider’s knees out more and making it easier to grab and latch onto under braking.

Load the front Bridgestone S22 up on the street (the latest S23 rubber was released after the development for the 990 Duke was finished) and charge into the corner, and the 990 will sit there and laugh at you. You need to get this thing to a track to get anywhere near the outer reaches of its performance.

The 990 comes with heavily revised suspension via the 43mm WP Apex fork and shock. Both are fully adjustable (save for preload on the fork), but they only have five possible settings each for compression and rebound damping adjustment, so you’ll feel significant differences between each setting without needing to dial in 10-plus turns of rebound or compression.

In standard settings, the ride is a little soft for my 200-pound frame, so two turns of preload on the back and one click of compression on the fork was the order of the day to help the 990 hold itself up a little under my vastly expanding weight.

The ride can be a bit stiff even in its softest setting because this is a very focused motorcycle. The 990 Duke is still a real streetfighter at heart. Yes, it’ll cruise along at sedate speeds happily enough, but it’s more at home going for a good, hard scratch-up on your favorite mountain road for the sheer fun of it all. That’s why the chassis has this extra stiffness built into it—it’s all about carrying more speed into, through, and out of the corner while keeping the chassis composed and reducing that mid-corner flex.

About the only carryover from the 890 is the J.Juan four-piston brake calipers that work just fine. It’s a decent quality master cylinder on the 890, although I’d hope that when/if a 990 R becomes available, it’ll be graced with at least Brembo Stylema calipers and a corresponding master cylinder for extra braking prowess. The front brake-disc carriers are 2.2 pounds lighter than on the 890, contributing to less unsprung mass and helping the 990 achieve that lightning-quick agility in corners. Cornering ABS ensures you’ll have to mess up very hard before things get out of hand.

Our ride in the Spanish hillside lasted about three hours, and the 990 proved comfortable. The seat unit didn’t get overly hard (it’s also been angled up two degrees), and there’s ample leg room, but it’s unlikely you’ll end up doing touring miles on a 990. The rearset peg position is unadjustable but the handlebar can be moved to one of four positions, so there is a decent level of customization there.

2024 KTM 990 Duke Review | Everything else

Looks-wise, the 990 really has grown up. It utilizes the same stacked LED headlight as the 1390 and is easily the most polarizing aspect of the bike’s look. It’s a case of “hell yes!” or “hell no!” after staring at it; I reckon I’m on the former’s side. It looks like something out of The Terminator and makes the diamond-shaped headlight of the 890 look nearly juvenile by comparison.

KTM was at pains during the launch to emphasize the whole growing up thing for the 990, and it’s hard to argue with them. The playfulness and bratty nature the 890 had that was so loveable has been replaced by a bike that is very much a mini Super Duke, thanks primarily to the physical size and stiffness of the chassis.

The 890 was lithe and light, but the 990 feels more substantial in almost every aspect. But simple things like reducing the amount you need to alter the suspension to get meaningful change, the extra midrange performance, and the revised seating position all add up to a thoroughly excellent machine—whether you like the headlight or not.

The 990 has some pretty stiff competition in Yamaha’s revamped MT-09 (due for U.S. release later this year), the Triumph Street Triple 765 R and RS, and the Ducati Monster, but it’s more than up to the task as the only parallel-twin bike in the class.

Time will tell if we are to get a 990 Duke R, but given KTM’s penchant for the absurd, I wouldn’t be surprised to see one in the near future. But for now, I can say with a hand on my heart that the 990 Duke is badass. CN

VIDEO | 2024 KTM Duke 990 First Ride

Hang on! What about the 1390?

Ah, yes, the all-important 1390 Super Duke R. What of this magnificent beast? Well, at the launch held at the Almeria circuit in southern Spain, I got four paltry laps on it before the Spanish weather threw a foul ball and dumped rain on the circuit, ensuring all meaningful testing for the revamped, renewed SD was completely useless.

Not only that, but the bike I was on wasn’t even the bike we are getting in America (we get the one with electronic suspension; mine was just the one with conventionally adjustable suspension).

So, I will reserve my judgment on the 1390 Super Duke until we can do a complete and thorough test back here in America.

From my brief four laps, during which I was trying to learn the track, I can tell you just how much more top-end the 1390 has over the outgoing 1290. Whereas the old 1290 would taper off quickly when the revs got into the last quarter of the range, the 1390 pulls like a freight train. The crazy thing is that the Super Duke didn’t need more power, but that’s what you’ve got now.

Stay tuned for a proper review when we get the bikes in the next month or so. At least KTM insisted that instead of proper in-depth testing in the rain, we just go and do burnouts instead. Thanks, KTM. That was jolly nice of you.

2024 KTM 990 Duke Specifications

Click here to read the 2024 KTM 990 Duke Review in the Cycle News Digital Edition Magazine .

Click here for the latest cycle news naked motorcycle reviews and news ., click here for more ktm motorcycle reviews and news ..

Cody Webb's Online Training Platform is Now Live

• [ March 17, 2024 ] Momentum in the Indianapolis 2024 AMA Supercross Championship News
• [ March 17, 2024 ] TRIPLE CROWN PODIUMS IN INDIANAPOLIS SUPERCROSS News
• [ March 16, 2024 ] MV AGUSTA RELAUNCH PLAN NOW COMPLETE News
• [ March 16, 2024 ] Nice to jump back on the bike after first round of WorldSBK season News
• [ March 16, 2024 ] Alvaro Bautista crashes during time attack at Catalunya News
• [ March 16, 2024 ] Low grip circuit in Catalunya throws up lots of challenges at WorldSBK News
• [ March 15, 2024 ] Inspiration Friday: Altitude Record Smashed by a Motorcycle! News
• [ March 11, 2024 ] New 2024 Zero Motorcycle Line…Excitement Battery Running Low? 2024 Motorcycle Models
• [ March 11, 2024 ] Husqvarna Motorcycles gets fast for 2024 MotoGP with strong Qatar Grand Prix opener News
• [ March 11, 2024 ] Harley-Davidson scores double victories at opening King of the Baggers in Daytona News
• [ March 11, 2024 ] Aprilia’s Perfect weekend in Daytona for Gus Rodio at MotoAmerica Twins Cup News
• [ March 11, 2024 ] Positive race début for Pirelli in Moto2 and Moto3 GP of Qatar News
• [ March 11, 2024 ] First-ever Yamaha Desert Challenge over four days in Morocco News
• [ March 11, 2024 ] MotoGP 2024 – Round 01 of 21 Lusail International Circuit Qatar – Race News
• [ March 11, 2024 ] The Ducati Lenovo Team comes out victorious in Qatar MotoGP thanks to Francesco Bagnaia News

2021 KTM 1290 Super Duke GT Guide

2021 KTM 1290 Super Duke GT : ADVANCED SPORTS TOURING.

Introducing the 2021 KTM 1290 Super Duke GT…

The KTM 1290 SUPER DUKE GT takes the interstellar V-twin performance of the KTM 1290 SUPER DUKE R and melds it with the comfort and equipment needed for all-day, two-up charging – but intensified with additional enhancements, refinements and features.

2021 KTM 1290 Super Duke GT Totalmotorcycle.com Key Features

2021 ktm 1290 super duke gt totalmotorcycle.com features and benefits, engine & exhaust.

The KTM 1290 SUPER DUKE GT’s exhaust system is made entirely from rustproof stainless steel and is Euro4 homologated. Hundreds of test bench runs and complex simulations ensured that the exhaust system, which is using an exhaust flap, contributes decisively to the extremely smooth torque curve and excellent emission values of the powerful twin-cylinder. And did we mention the sound? While it whispers at low revs, it will take your breath away reaching for the high notes.

The KTM 1290 SUPER DUKE GT’s BEAST-derived powerplant perfectly fits its sovereign appearance. With 175 hp and 141 Nm of torque, it’s as much a superbike slayer as it is a coastal road cruiser. A unique mix of the highest quality components, such as titanium inlet valves, have also combined to create overall reliability and allowing for service intervals of 15,000 km. That’s a lot of touring!

Cylinder head

An absolutely key element in the outstanding performance and smooth response of the 1301 cc 75° V-twin are the unit’s cutting-edge four-valve cylinder heads. These combine twin-plug ignition, flow-optimized ports, lightweight titanium valves and resonator chambers for the smoothest twin in town.

The responsiveness and free-revving nature of the KTM 1290 SUPER DUKE GT’s engine is thanks to the low reciprocating weight of its crankshaft.

Twin ignition

The twin-plug ignition system controls two differently sized spark plugs in each cylinder head independently of each other in such a way that more efficient combustion and a smoother, optimally controlled combustion sequence are achieved at all times. The result: more power, better control, lower fuel consumption and lower emissions.

Ride-by-wire

The ride-by-wire system on the KTM 1290 SUPER DUKE GT goes the extra mile. By electronically translating throttle commands into optimum throttle valve positions for the current riding situation, it processes throttle twist grip movements with the help of electronic sensors and activates the throttle valves accordingly using servo motors. This means smoother throttle response, reducing the chances of low-rev jolting and involuntary wheelies. Voluntary front wheel antics however, could easily be a thing of your future.

Slipper clutch

Not only does the slipper clutch open when the engine back-torque becomes too high, it also assists when you open up the throttle. The former prevents destabilizing rear wheel chatter when braking sharply or decelerating; the latter reduces the hand force required for changing gear, allowing the clutch to be controlled with one trigger happy finger.

We borrowed Formula 1 technology in creating the pistons in the KTM 1290 SUPER DUKE GT. The forged piston structure on the KTM 1290 SUPER DUKE GT, results in a high loading capacity, despite the extremely short and lightweight design. Furthermore, the piston skirts have a state-of-the-art, hard-anodized finish. Not only does this reduce friction, it is also particularly hard-wearing with a consequently a positive impact on durability.

The 23 liter, long range fuel tank, in combination with the low fuel consumption of the 1290 v-twin engine, easily provides hundreds of kilometers of exciting riding without caring about a fuel station; an important benefit for touring in desolate regions. The fuel tank also protects the rider’s lower body from wind and weather for added comfort mile after mile.

The hint is in the name. The KTM 1290 SUPER DUKE GT is built for covering ground quickly and comfortably. Thanks to its refined ergonomics, electronically adjustable suspension and impressive tank range, the KTM 1290 SUPER DUKE GT is the perfect travel companion.

Engineered to support a pillion, as well as full-loaded panniers, the subfame on the KTM 1290 SUPER DUKE GT ticks a number of key hyper-touring boxes.

The single-sided swingarm on the KTM 1290 SUPER DUKE GT is not only the lightest in its class, but also meticulously manufactured and generously dimensioned – a reassuring nod to spirited long distance travel.

Innovative WP semi-active suspension serves comfort, safety and adjustability on the KTM 1290 SUPER DUKE GT. This allows the rider to easily adjust suspension settings at the push of a button, with advanced sensor wizardry taking care of the details. Other than the expected “Comfort”, “Street” and “Sport” settings, the rider can also take extra pillion weight into account, with the SCU (Suspension Control Unit) adapting the damping, load and anti-dive rates in real-time. It also monitors rider position, using information provided by a set of stroke sensors and accelerometers to ensure optimal suspension performance in all conditions.

Steering Damper

If you’ve been on the road long enough, you’ll almost definitely come across a rough patch of tarmac. Thanks to a reliable and sensitive WP steering damper fitted as standard to the KTM 1290 SUPER DUKE GT, unpleasant kick-back through the bars is significantly reduced.

The PIRELLI Angel GT’s fitted to the KTM 1290 SUPER DUKE GT offer a perfect mix of touring and sporting qualities. These tubeless sport touring tires are fitted on alloy rims, which are manufactured in a low-pressure die casting process. Not only do these featherweight wheels make the bike lighter overall, they also minimize the unsprung masses and moment of inertia for improved, and safer handling.

More than adequate deceleration is ensured at the front wheel by the two radially mounted four-piston Monoblock calipers gripping floating 320 mm discs. The spacing between hand brake lever and handlebar is adjustable so that the lever is always within easy reach for every rider. The front brake receives effective support from the disc brake on the rear wheel, which features a 240 mm diameter disc and a two-piston caliper. The enormous potential of the brakes can be exploited to the full thanks to its sportily tuned anti-lock braking system. The ABS even has a supermoto mode, for when you absolutely feel like backing it in while on holiday.

Ergonomics & Comfort

A unique windshield design gives the rider maximum protection from the elements, and reduced wind noise at speed. An improved windscreen adjuster has also been developed, giving riders 9 positions of adjustability, while keeping one hand on the throttle.

Arguably the most important part of the KTM 1290 SUPER DUKE GT, the handlebars give the rider complete control, from small steering inputs to adjusting the suspension and ride modes at a push of a button. Even the handlebars themselves are multi-adjustable, with over 22 mm of movement and four positions. But best yet, the KTM 1290 SUPER DUKE GT comes fitted with heated grips as standard.

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” scroll through the menu, the left button selects the desired item, the right confirms it. The exit key on the left of the mode switch can be pressed at any time to return to the previous menu level. Child’s play, basically.

Heated grips

The KTM 1290 SUPER DUKE GT comes fitted with heated grips. Cosy.

Riders can choose three positions for the brake and shift lever to accommodate a variety of boots sizes, or to simply find their perfect shifting or braking preference.

Bodywork & Graphics

The KTM 1290 SUPER DUKE GT has a full color, tilt-adjustable 6.5″ TFT dashboard, derived from fellow stablemate, the KTM 1290 SUPER ADVENTURE. This gives riders a full view into all information pertaining to the motorcycle, from ride modes to turn-by-turn navigation via KTM MY RIDE. The display layout has also been designed specifically for the KTM 1290 SUPER DUKE GT and finds the right balance between information and style. Oh, and have we mentioned that it’s an award-winning device?

An agressive headlight mask and screen give the KTM 1290 SUPER DUKE GT a sporty, yet functional look.

LED cornering lights

The KTM 1290 SUPER DUKE GT has cornering lights integrated into its fuel tank. These consist of three LED segments, using the lean angle sensor of the MSC system as a trigger. Depending on the lean angle, the KTM cornering light can use up to all three segments, always giving the rider the perfect view to where he/she is going. Integrated in the cornering lights are also LED indicators, which give the KTM 1290 SUPER DUKE GT a unique and exclusive look.

Integrated pannier mounting

Hard case panniers are offered as KTM PowerParts can be easily fitted to the integrated mounting system of the motorcycle, while keeping the sporty look and unique style of the motorcycle. Remove the panniers in an instant, and instantly be badass.

Software & Electronics

Hill hold control (HHC)

The optional HHC (Hill Hold Control) prevents the motorcycle from accidentally rolling backwards. It identifies if the 1290 Super Duke GT is on a slope and at a standstill. After the rider has released the brake, the function automatically keeps the brakes applied until the bike is moving forward. The rider can then start off without rolling backward, ensuring a smooth start.

A slew of advanced electronics are fitted to the KTM 1290 SUPER DUKE GT, which enable the rider to explore the GT’s full potential.

MSC (Motorcycle Stability Control) with C-ABS

The ultimate in safe deceleration. One component of the comprehensive BOSCH MSC assistance package is the lean-angle sensitive cornering ABS. Based on the high-quality 9ME modulator, it unites the talents of combined front and rear wheel braking and lightning-quick, efficient pressure modulation with the high quality BREMBO hardware to make the most advanced braking system on the market – no-one brakes more progressively or safely, even at extreme lean angles.

TPMS (Tire Pressure Monitoring System)

As its name implies, the TPMS monitors tire pressure, and gives you a view of current pressures in the TFT display. In the event of sudden loss of pressure, for example due to tire damage, a warning will alert the rider on the dash.

LED Cornering Lights

The KTM 1290 SUPER DUKE GT has LED cornering lights integrated into its fuel tank. On the left and right side of the fuel tank, the cornering lights consist of three LED segments, using the lean angle sensor of the MSC system. Depending on the lean angle, the KTM cornering light can use up to all three segments, always giving the rider the perfect view of where he is going. Integrated in the cornering lights are the LED indicators, for a unique and exclusive look. Well deserved in a bike like this.

Supermoto Mode

The GT is still part of the DUKE family. With that in mind, we have carried over “Supermoto mode” to allow keen riders to lock the rear wheel with ABS staying active on the front wheel – a prerequisite for committed cornering with the rear wheel screeching in delight.

ATIR (Automatic Turn Indicator Reset)

After 10 seconds of movement and 150 meters of riding distance, the turn indicator will stop automatically. If pressed again during longer waits at an intersection, it counts from zero again. A big improvement in terms of safety, as it is now impossible to forget to reset the indicators.

MTC (Motorcycle Traction Control)

The MTC (Motorcycle Traction Control) lean-angle 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 riding 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 GT without any electronic assistance, the traction control can also be switched off.

Quickshifter+

The KTM 1290 SUPER DUKE GT is equipped with a race-derived Quickshifter+ with allows for up and down shifts without using the clutch. It reads and responds to your riding, so the shift action is as fast as you are.

Cruise control

Long motorway journeys are made even easier with the KTM 1290 SUPER DUKE GT’s standard cruise control. Switches on the left side of the handlebar and a display in the TFT dashboard allow the rider to intuitively set and change the requested speed, so you’ll arrive at the fun bits with energy to spare.

Motor Slip Regulation (MSR)

The optionally available MSR (Motor Slip Regulation) works in the opposite direction of the MTC. If, due to quick downshifts or abrupt throttle chopping, the engine drag torque is too high, the ride by wire opens the throttle exactly as much as is needed to prevent the rear wheel from drifting. Safety first, but pleasure that comes with it is always a very close second at KTM.

2021 KTM 1290 Super Duke GT – Totalmotorcycle.com  International Specifications/Technical Details US MSRP Price: $ TBA USD Canada MSRP Price: $ TBA CDN Europe/UK MSRP Price: £17249 (On The Road inc 20% Vat)

Engine ◼ Torque 141Nm ◼ Transmission 6-speed ◼ Cooling Liquid cooled ◼ Power in KW 128.7kW ◼ Starter Electric starter ◼ Stroke 71mm ◼ Bore 108mm ◼ Clutch PASC (TM) slipper clutch, hydraulically actuated ◼ CO2 emissions 133g/km ◼ Displacement 1301cm³ ◼ EMS Keihin EMS with RBW and cruise control, double ignition ◼ Design 2-cylinder, 4-stroke, V 75° ◼ Fuel consumption 5.99l/100 km ◼ Lubrication Forced oil lubrication with 3 oil pumps

Chassis ◼ Tank capacity (approx.) 23l ◼ ABS Bosch 9ME Combined ABS (incl. cornering ABS and supermoto mode, disengageable) ◼ Front brake disc diameter 320mm ◼ Rear brake disc diameter 240mm ◼ Front brake 2 x Brembo monoblock four-piston radial fixed calliper, brake discs, floating ◼ Rear brake Brembo twin-piston fixed calliper, brake disc ◼ Chain 525 X-Ring ◼ dry weight 209kg ◼ Frame design Chrome-moly tubular space frame, powder-coated ◼ Front suspension WP Semi-active suspension USD Ø 48 mm ◼ Ground clearance 141mm ◼ Rear suspension WP Semi-active suspension monoshock ◼ Seat height 835mm ◼ Steering head angle 65.1° ◼ Suspension travel (front) 125mm ◼ Suspension travel (rear) 156mm

Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle ( TMW ).

• competition
• specifications
• sports rourer

Related Articles

Back to Winning Ways with Dominant WorldSBK Superpole Race Victory

Razgatlıoğlu Back to Winning Ways with Dominant Superpole Race Victory Pata Yamaha with Brixx WorldSBK rider and defending FIM Superbike World Champion Toprak Razgatlıoğlu took his first victory of the season in style in the […]

Aprilia Introduces eSR1 electric scooter

LARGE 10” WHEELS, 350 W BRUSHLESS MOTOR, MAGNESIUM ALLOY FRAME, RACING TRIM: A SPORTY LOOK FOR ELECTRIC MOBILITY AGILE, LIGHTWEIGHT AND FOLDABLE, THE eSR1 COMES WITH A REMOVABLE BATTERY FOR MAXIMUM PRACTICALITY Milan, 28.12.2020 – […]

Honda Releases New Honda CBR250RR Special Edition

JAKARTA, Indonesia, August 10, 2017 – PT Astra Honda Motor (AHM) released the new Honda CBR250RR Special Edition with a unique theme of the “Art of Kabuki,” a recently popular art trend. This newly designed […]

Copyright © 1999 - 2024 | Total Motorcycle ∙ 13 Billion Hits ∙ 25 Years ∙ 425 million Readers ∙ 1 Great Motorcycling Community!

KTM And Brabus Ready To Birth 1400 R Streetfighter

• Brabus and KTM are teaming up again for a new 1400 R Limited Edition Streetfighter motorcycle.
• The 1400 R will utilize the 1,350cc engine from the KTM 1390 Super Duke, which has an impressive 187 horsepower and 107 pound-feet of torque.
• The upcoming 1400 R will continue the trend of premium, bespoke design elements seen in the 1300 R Masterpiece Edition, offering a unique and high-end riding experience.

Last year, KTM and Brabus took the wraps off the 1300 R Masterpiece Edition . It was the third collaboration between the two auto behemoths, marketed as the final chance to own a piece of this exotic tie-up. But if you missed that chance, we have some good news. The two giants are ready to join hands again to whip up another staggering motorcycle. Here’s what you need to know.

2024 KTM 1390 Range: What We Know So Far

Ktm and brabus working on 1400 r limited edition streetfighter.

2022 marked a massive first for luxury automaker Brabus. After years of building cars, it set foot in the world of motorcycles, joining hands with KTM to reveal the 1300 R. The motorcycle took heavy inspiration from KTM’s then flagship 1290 Super Duke R, as the underpinnings, chassis, and engine all came from the Orange naked. So when the 1390 Super Duke debuted , it immediately stirred the idea of a Brabus 1400 R in the future.

That’s exactly what’s going to happen, as confirmed by trademark filings by Brabus. Filed in Europe (home of Brabus and KTM), these reveal three potential model names:

• Brabus 1400 R Rocket
• Brabus 1400 R Tailor Made
• Brabus 1400 R Signature

Though uncommon terms in the two-wheeler world, the tuning company has used all three for its four-wheeler and boat projects. So it doesn’t come as a surprise.

The Brabus 1400 R Would Borrow Its Mechanicals From The KTM 1390 Super Duke

The ‘1400’ in the name is a dead giveaway the Brabus naked would employ KTM’s new 1,350cc engine. This mill is good for 187 horsepower and 107 pound-feet on the 1390 , which should remain unchanged on the upcoming bike. That’s because the 1300 R also carried forward the 1290’s engine without any internal upgrades. The only difference was a bespoke exhaust system.

Same goes for the underpinnings. The 1300 borrowed the WP Apex suspension and trellis chassis from the KTM. Likewise, the Brembo calipers and disc brakes were directly borrowed from Team Orange. What was different, you ask? The aesthetic elements.

KTM Revamps The RC 390 For 2024

Brabus gave the 1300 R a bespoke neo-retro design. It came ripe with special Brabus-only touches, such as a set of Monoblock Z Gold Platinum forged wheels, quilted leather saddle, carbon bodywork, and milled footrests. A special livery topped off things, along with a dedicated start-up animation and layout for the TFT instrumentation. The electronic rider aids–ride modes, traction control , quickshifter, cruise control–are unchanged, though. All these will be part of the package on the 1400 R, too.

Finally, the 1400 R will debut as a MY25 motorcycle. That’s because Brabus already has 50 Masterpiece Editions to deliver in 2024. This gives you enough time to liquidate your investments and put in loan applications well in advance. After all, each 1300 R cost over $40,000, and the 1400 R won’t be any easier on the pocket.

Source: Motorcycle.com

THE LIGHTS GO OUT

2024 ktm rc 8c

Scroll down

Limited to only 100 units, the 2024 KTM RC 8C boasts real track-cred, unmatched apex-shattering ability, and will only be available to pre-order online.

The 2024 KTM RC 8C is only available for online pre-order, with the chance to join a private KTM RC 8C handover event at Portimão, Portugal on the 8th of May 2024, which includes a track setup session, dinner, meet and greet, and an exclusive track day experience with KTM Race Royalty. 

Buyers will be required to make a $1,000.00 down payment.

(Price excluding VAT. Country specific extra charges may be applied)

THE TRACK IS CALLING

The KTM RC 8C is a purpose-built, lightweight racing prototype built around a hyper-tuned 890 LC8c engine, featuring a bespoke frame and WP PRO COMPONENTS all around. In short – it is the ultimate, uncompromised track weapon. Boasting an exclusive line-up of race-focussed, top-shelf componentry, the KTM RC 8C uses a dedicated race-ready chassis and a near 1-to-1 power-to-weight ratio to hunt down and break lap records. 

BRAD & JACK APPROVED

Making use of a lightweight and ultra-compact 135 hp, 889 cc LC8c, DOHC, 8 valve parallel twin nestled into a dedicated 25CrMo4 steel tubular frame, the KTM RC 8C is a near 1:1 powerhouse developed for torque above all else. Using a production motor ensures easy maintenance, while the bodywork is engineered to be replaced quickly and easily without a dedicated pit crew on hand. Providing the soundtrack comes courtesy of an Akrapovic titanium muffler, which works together with a specifically engineered air box and racing air filter for extra ‘Whoosh!’.

ready to race

Discover the features.

• Limited to only 100 units worldwide 
• Handbuilt for track use exclusively 
• Moto2 levels of performance 
• 135 hp, 142 kg dry weight  
• Dedicated racing exhaust with Akrapovic titanium muffler
• Dedicated air box and racing air filter
• Dedicated frame made with 25CrMo4 steel tubular
• WP APEX PRO fork and WP APEX PRO shock COMPONENTS suspension
• Race-spec Brembo brake components 
• Limited hand built to only 100 units
• Hand built for track use exclusively  
• 135 Hp, 142 kg dry weight 
• Dedicated racing exhaust with Akrapovič titanium muffler
• Bespoke frame made from 25CrMo4 steel tubular
• WP APEX PRO components fork and rear shock

for more technical details

KTM RC 8C ULTIMATE TRACK EXPERIENCE 

Alongside owning an exclusive KTM RC 8C , 30 lucky customers will have the opportunity to join a private KTM RC 8C Racetrack Experience at Portimão from 7th – 9th of May, 2024. Not only will you have the opportunity to push your KTM RC 8C to the limits on one of the most exciting circuits on the international stage, you’ll get to do so under the guiding eyes of KTM Race Royalty . To add something special to an already super exclusive experience – TRACK EXPERIENCE riders will be witness to a world exclusive unveiling as well as experience a couple of laps in a KTM X-BOW Race Car with a KTM Factory Driver. Limited to 30 rider only, you do not want to miss this! KTM will take care of transporting each customer’s KTM RC 8C to Portugal, as well as ensuring your new track weapon gets to your selected authorized KTM dealer after the event. 

This once in a lifetime event includes a detailed handover experience, personal track setup by WP Suspension race technicians, a meet and greet dinner, and an exclusive track day experience with KTM Grand Prix heroes – as well as a KTM RC 8C TRACK PACK which is compulsory for purchase with all TRACK EXPERIENCE riders. 

The KTM RC 8C TRACK PARTS PACKAGE comprises the track essentials needed for unhinged track time. 

Included in the TRACK PARTS package is: 

• Extra set of Dymag wheels (Front and Rear)
• Extra set of front and rear brake discs
• Front and rear paddock stands
• Tire warmers 
• KTM Race carpet

how to order