Test Drive: KTM 1290 Super Duke R (2014) - The most comprehensive test

On February 27, in Moscow on the old Arbat, the long-awaited premiere of the most charged Austrian naked bike, KTM 1290 Super Duke R, took place

The company's marketers even came up with a special nickname for him, which was quickly picked up by motorcycle fans. Apart from the official name of the KTM 1290 Super Duke R, it now has another name - “The Beast”. And he really deserves to be called that.

The new flagship of the KTM naked bike family really deserves close attention. If only because you can really easily wheelie on it, do stoppies, high-charts, go through a series of turns in deep drift and show the best time on the track (of course, this requires good motorcycle riding skills).

Well, let's take a closer look at the motorcycle itself:

ENGINE

Initially, Austrian engineers were faced with a very non-standard task - to create a bike that, on the one hand, would be as driver-friendly as possible, and on the other, would have the most outstanding characteristics among naked motorcycles. To achieve the goal, the designers first began developing the power unit.

The KTM 1290 SUPER DUKE R engine is the successor to one of the most powerful and refined V-twin engines of our era - the power unit of the KTM Superbike 1190 RC8 R. KTM designers increased the displacement of the LC8 engine, proportionally increasing both the cylinder diameter and the piston stroke. Weighing just 62kg, this compact unit with 4-valve cylinder heads is one of the lightest Big Twin engines in the world, delivering up to 180PS. With. and torque up to 144 Nm.

KTM 1290 Super Duke R - Power and design in one black and orange bottle

We're going a bit overboard when it comes to color, of course - this impressive bike is offered in a variety of colors, although the signature black and orange color combination is still there. Be that as it may, it’s worth noting right away that the KTM 1290 Super Duke R is one of the most interesting big naked bikes that you can buy right now. Of course, all popular brands and models have entire clubs of fans, but the Austrians have been pursuing their line for many years, and quite successfully. An angular, ax-hewn design combined with impressive technical characteristics - that's KTM . This motorcycle will never get lost in the traffic and will never allow the driver to get bored. But such power requires careful handling! And this is not a joke at all.

What is the KTM 1290 Super Duke motorcycle in the R version? In short, this is an evil two-wheeled monster with a brazenly exposed frame, a crazy engine and perhaps the most tenacious brakes in the world. The designers did their best: following the beaten path, they rolled out to the public a bike that fits 100% into the KTM concept. Even if this motorcycle is painted pink, any biker looking at it will unmistakably recognize its Austrian roots. And this is not an accident, this is the fruit of many years of work by professional designers. And marketers, of course. But when you look at the Super Duke 1290, you immediately understand who is in charge here on the road. His whole appearance can be described as follows: aggressive, angular, daring. And the character of the KTM 1290 fully matches its appearance.

Let's take a look inside the Super Duke 1290

The first thought after boarding the motorcycle was wow, how tall! The seat height is really decent. The very wide steering wheel also seems non-standard, as does the wide, cunningly shaped gas tank, which cannot be hugged with your knees with the usual movement. The dashboard of the KTM Super Duke 1290 R was inherited from its brother Adventure 1190, as was the engine, however, the latter was significantly modified, adding not only in volume, but also in agility. The 177-horsepower liquid-cooled V-twin provides the motorcycle with such acceleration that it literally tears the steering wheel out of your hands. The 6-speed transmission works like a Swiss watch, that is, perfectly, without a single complaint. A signature KTM feature is also evident here - the first gear is very short, and with a sharp start it ends in half a second, which, in theory, can somewhat complicate slow and careful driving between cars in a dense traffic jam. But this is in theory.

The acceleration dynamics of the KTM 1290 Super Duke makes the heart release horse doses of adrenaline into the blood. Even experienced motorcyclists should be careful - from a sudden opening of the gas, the bike tries to stand on the rear wheel even in fifth gear, at speeds over 200 km/h. Thankfully, the Super Duke's brakes are up to the task. At the front there are two 320 mm discs with 4-piston Brembo radial calipers , at the rear there is a single disc with a two-piston caliper. the ABS system with several operating modes is already included as standard If you wish, you can easily turn it off, but perhaps it’s still not worth it.

Of course, there is no point in talking about wind protection on a naked bike - there is simply none, and already at 140 km/h the oncoming wind becomes very strong. But those who want comfort can buy the KTM Super Duke 1290 GT, and the R version is designed to give incomparable emotions. By the way, despite the high center of mass and generally impressive dimensions, the motorcycle is surprisingly easy to control. The KTM Super Duke 1290 seems to do everything well at once - accelerates, brakes, steers. Everything works flawlessly, and with the onset of darkness it becomes obvious that the standard light is also good. The border of light and shadow is even, and the light beam is quite powerful and at the same time directed where it is needed, and not into roadside bushes or into the oncoming lane.

The motorcycle’s suspension also works great ( 48 mm USD fork , Monoshock monoshock ), but with one caveat - they need to be adjusted to suit you, that is, to suit your weight and riding style. Without this, it's not just the KTM 1290 Super Duke's ability to handle road imperfections that will disappoint, but also its handling. And this is where some bewilderment arises - why couldn’t electric suspension adjustments be made on a motorcycle at such a price? The Adventure has exactly these, but the KTM Duke 1290 does not have them. If you please, take the tool and adjust them yourself, the old fashioned way, with your hands; fortunately, this procedure takes at most two minutes. But, nevertheless, this decision of the KTM concern looks rather strange.

Pros and cons of the KTM 1290 Super Duke R

Advantages

• Unique, recognizable design ;
• Crazy acceleration dynamics ;
• Informative and very effective brakes ;
• An abundance of dealer tuning - windshields, panniers and much more ;
• Capacious 18-liter gas tank ;
• Rich sound of the engine;
• Impressive torque from low revs;
• The standard feature is the ability to turn off all auxiliary electronics - for those who like it rougher, at their own peril and risk.

Flaws

• High cost of maintenance;
• Lack of electrical suspension adjustment;
• Too hard standard tires from Dunlop;
• Due to the short rear fender, dirt flies from the road onto your back (the problem can be eliminated by installing a special plug or rear fender extension).

Similar models

• BMW K1300R . The pinnacle of motorcycle evolution from Bavarian designers, with a very original appearance and a very impressive price tag.
• BMW S1000R . A more classic “big naked,” which, however, is not devoid of all those features of the brand for which BMW motorcycle owners love their bikes.
• Kawasaki Z1000. Big, bad, green (well, almost always). One of the most vicious naked bikes in character, sharp and powerful.
• MV Agusta Brutale 1090 RR . The style standard comes from sunny Italy. Expensive, beautiful, goes for all the money it costs.
• Yamaha MT-10. A stripped-down motorcycle based on the famous YZF-R1, capable of surprising even an experienced sports bike enthusiast.
• Suzuki GSX-S1000 . Compared to the KTM 1290 Super Duke R is less expensive and more flexible.

Reviews from KTM 1290 Super Duke R owners

When I bought it, I didn’t expect such versatility from it. In fact, he is good everywhere. In the city it rides calmly through any traffic jam, the width of the steering wheel is not a hindrance, the bike is controlled by the power of thought. On the track on the right tires, it takes off in professional times, the brutal torque in sharp turns steers, as it allows you to immediately pick up speed. Long-distance driving is also quite normal, I drove from Moscow to Crimea, the round trip was about 8 thousand km with on-site travel. I installed a tuning windshield, kept the cruiser from 140 to 220 almost everywhere, loaded the junk into the trunks. I don’t plan to change the engine, I don’t see an alternative to it. Ivan, Ekaterinburg, KTM 1290 Super Duke R '2016

The bike is really angry, and also sharp, even after the Kawasaki Z1000. But I got it from the hands of the already perfumed previous owner, with Power Commander, a tuned short can and new firmware, so I don’t know how it is in stock. The motorcycle is an adrenaline squeezer, it rolls so hard that it makes your eyes go dark, it handles the road at any speed on normal asphalt, but I haven’t tried to accelerate it faster than 240, that’s a shame. But Super Duke 1290 is fire! Alexey, St. Petersburg, KTM 1290 Super Duke R '2015

A very balanced motorcycle, suitable for any riding style. It rumbles and vibrates pleasantly (stock exhaust), you can get a thrill both on calm evening promenades and on the track. On the track, by the way, he can easily beat most of the sportsmen by showing the best time. In 3-4 hours, slick tires sink into the meat in such conditions, the moment is crazy, and maneuverability and weight distribution allow you to lay them up to the knee. On special stages everything is calmer, of course. The best bike in its class. Vasily, Moscow, KTM 1290 Super Duke R '2017

Total

KTM 1290 Super Duke is the optimal choice for those who do not seek compromises. If you are used to always getting the best, this motorcycle is worth a closer look. Everything about it is harmonious - character, design and capabilities on the road. True, despite the auxiliary electronics, it is still better for beginners to look for a quieter bike. The KTM 1290, despite everything written above, is still intended more for experienced motorcyclists than for beginners. Well, lovers of V-twins have little choice at all, and it must be admitted that this engine design gives the Austrian motorcycle its own unique character, which many fall in love with from the very first ride.

Specifications

CYLINDER HEADS

The superb performance of the LC8 engine, the heart of the KTM 1290 SUPER DUKE R, is due in no small part to its state-of-the-art 4-valve DOHC cylinder heads and dual ignition system. This system separately controls the spark plugs (two in each cylinder head) according to different characteristics. This increases the efficiency and uniformity of combustion. As a result, power and torque increase, the ride becomes smoother, traction dosing is improved, fuel consumption and emissions are reduced. Via DLC-coated rocker arms, two overhead camshafts in each cylinder head actuate four valves that control gas exchange through optimizedly shaped passages.

PISTONS

The KTM 1290 SUPER DUKE R pistons are borrowed from Formula 1: a short skirt with internal stiffeners ensures high durability despite the ultra-compact flat design. The piston diameter of the Super Duke R has increased by three millimeters compared to the 1190 RC8 R, but its weight, on the contrary, has decreased by as much as 47 grams. This lightens the moving parts, thereby improving engine response and optimizing its performance at high speeds. Moreover, the piston skirt has a state-of-the-art hard anodized coating that not only reduces friction, but is also very resistant to external influences, which has a positive effect on the longevity of the piston.

SLIPPING CLUTCH

The KTM 1290 SUPER DUKE R's slipper clutch automatically releases the discs when critical engine reaction torque is reached. This reliably prevents the rear wheel from bouncing during sudden braking. And as engine torque increases, the clutch automatically increases pressure on the discs, using weaker pressure springs. Thanks to this, manual control of the hydraulic clutch drive mechanism is facilitated - the lever is literally squeezed with one finger.

We have all seen and heard a lot of different enthusiastic non-Russian-language reviews about him. I will take the liberty of revealing this dark horse to the great and mighty. So who are you KTM Super Duke 1290 R??? My god is numbers, and when I saw 180 horses and 144 Nm in stock for 189 kg, I was sincerely interested. What kind of animal is this? And then the KTM dealer in Riga www.ksm.lv/ rolls out a test drive. I immediately write to a friend, a store employee, Vitalik, please sign me up for 1290R. The answer is good. Let's do it. So. Day X has arrived. Saturday. Sun. Riga. Bikirnieki route. KTM Super Duke 1290 R.

1) Appearance. Yes. He's stylish. Bright. Perceptible. Interesting. Charismatic in his own way. A true uncompromising urban bully. 2) Ergonomics. Everything is familiar. Everything is in place. Except that the KTM style ignition key is not where all motorcycles are and the gear shift paw is too small. Very short. For me, with my size 47, the motorcycle boot was frankly uncomfortable. The landing is street style, which means straight. The steering wheel turns like a sport bike. That is, it doesn’t really turn. And brazenly crawling in the traffic jams of a large metropolis, darting from row to row, can only be achieved by an experienced pilot who knows how to “roll” a motorcycle and work with the body. 3) Exhaust/sound. Everything is very clear here. Drain directly into meal. Because it sounds mmmm... it doesn’t sound. At all. PrPrPrrPrrrr and that's it. And I must, no, I must, SING!!! 4) Taxiing. I didn't notice anything earth-shattering. It steers quite sharply. No more... 5) Brakes. BOMB!!! BOMB BOMB BOMB BOMB!!! Definitely the best brakes I have ever pressed with my slightly sweaty right palm. ABS on it is a must. On a wet road, braking with these brakes is a game of Russian roulette. The force of the brush should be jewellery. The explanation is simple. 6 treasured letters. BREMBO. 6) Tarampampam!!! Engine!!! Yes. He is driving. It even crashes. In 3rd gear, it calmly moves off the gas to the rear wheel. But... The question is where? This was the biggest disappointment. The thing is, the Duke starts to go where all the IN-LINE LITER FOURs start to go. That is, from 7 thousand revolutions. And until... and until those treasured 7 thousand on the tachometer, it’s a very mediocre motorcycle, that is, it “doesn’t go from the bottom.” Damn, Duke, you are NOT a rower, and, moreover, NOT a four. Perhaps a full exhaust will add “lower end”, but it seems to me that a two-wheeler, with the volume of a modern city runabout, should ride much bolder, faster and more cheerfully... So what?.. You might say, this is typical for many motorcycles... But the fact that it’s not already At 10 thousand the red light begins to blink, as I understand it, they painted the blinker red, and the electronics cut off the cutoff. Yes yes yes... You understood everything correctly. We have 180 horses and 144 Nm in these narrow 3 thousand... from 7 to the cutoff. That is, approximately up to 10 thousand. This engine is STRONGLY lacking in RPM. Sadly. After all, you really want to spin it further in order to get the full depth of sensations, the whole range of emotions. But oh and alas, the annoying red blinker light tells us - that’s it, the show is over. There will be no more kin. Bottom line. I get the impression that these numbers are nothing more than a ploy by the KTM marketing department. They say you arrived all so stylish, fashionable, daring. You stand next to the sports and say. And I have 180 mares and 144 Nm in circumference. And in fact, it’s zilch. Numbers are just numbers. Any litrosport with more modest torque figures will easily outrun the Duke. Py.Sy. Perhaps this post will seem like a kind of “stuff” from Duke. Not at all. He's interesting. Bold. I just expected more from him. As you know, only those who don’t expect anything don’t fail...

RIDE-MODE TECHNOLOGY

Ride-Mode technology gives the KTM 1290 SUPER DUKE R rider three riding modes. To quickly and conveniently select the desired mode, there is a special switch on the steering wheel. The selected driving mode and the operating status of the Ride-by-Wire system affect overall engine response, maximum available power and the degree of traction control (MTC) intervention. In Street and Sport modes, the driver has access to a solid 180 horsepower. With. combined with intense torque dynamics and sporty traction characteristics. In Rain mode, on the contrary, the maximum power is limited to 100 hp. With. with a flatter torque curve.

​Unleash the beast

“Unleash the beast” - it was under this slogan that KTM marketers, almost a year before the start of mass production of the most “evil” naked bike in the entire history of the series, kept true fans of powerful and uncompromising motorcycles in exciting impatience. Frankly, I was also really looking forward to this device, which, apparently, was finally supposed to put an end to my eternal dissatisfaction with the insufficient power of the next “ultimate” naked bike.

Meanwhile, the Austrians were constantly adding fuel to the fire - for example, by posting a video of Jeremy Mac Williams on the network, in vain tearing up superbikes on the Ascari track and carelessly doing a wheelie on a KTM Super Duke 1290 R in fifth gear!.. It was very similar that in a motorcycle has appeared in mass production, after testing which I will no longer regret the missing power and brutality...

Due to a number of insurmountable circumstances, the editors of our publication received the motorcycle for testing only at the end of last season. By that time, almost all Russian publications had already tested the device, summarizing the reports of which, it was possible to draw a thick line with the inscription ultra, under which the pen professionals buried all possible competitors.

The dashboard of the Super Duke R is a carrier of the sacred knowledge of the Austrian secrets of the lands of Mattighofen: everything is quite readable and convenient, but the process of selecting engine operating modes, as well as the functionality of disabling ABS and MTC, could be simplified...

The reality, as usual, was quite different from the gloss of advertising and eloquent comparisons on paper. Yes, indeed, in the Super Duke 1290 R the guys from Mattighofen have collected all the best they have at the moment. The design is the apotheosis of malevolence, a bright palette of clots of political incorrectness and complete intolerance towards any opponent.

It’s probably not worth showing such a motorcycle to pregnant women and impressionable metrosexual boys. Even the recognized icon of the naked style, the Ducati Streetfighter, has a general style, in my opinion, in slightly calmer, pastel colors.

However, the pilot’s position on the KTM is not burdened by the Procrustean inquisition of sportbike standards - it is rather comfortable than sporty. And for a city motorcycle this is certainly a boon.

​

Classics of the genre from the Austrians: Brembo radial calipers at the front and a 1-piston caliper at the rear, combined with advanced Bosch electronics responsible for ABS. The only things better than mountains are mountains...

In many ways, the heart of the beast is the essence and quote of the KTM RC8R - a rare example of an unsuccessful attempt by the Austrians to master yet another road niche. Obviously, the world of “plastics” has its own old-timers and unwritten rules, which the engineers from Mattighofen failed to understand.

Another thing is the Super Duke series, first presented to the general public more than 10 years ago in the Canary Islands. Actually, it was then that I had my first close acquaintance with the Austrian naked bike, which, after a decade, raised the bar for the power/weight ratio to an unattainable height. Or the one who didn’t pick it up?..

I’m afraid that for the KTM Super Duke 1290 R not everything will be as cheerful and simple as we would like in Mattighofen. The main problem of the “beast” is not that it had a serious lack of declared power in reality, but that there is such a motorcycle on the market as the BMW S1000R, according to our measurements on a power stand, by almost 10 hp. With. superior to the Austrian...

In specific figures this is 148.8 liters. With. on the rear wheel of KTM versus 158.4 liters. With. at BMW S1000R! By the way, the BMW K1300R, a model whose history dates back even before the appearance of the Egyptian pyramids, produces 153 hp at the rear wheel. s... Why did this happen to KTM and where to look for the truth?

The question is rather theological, astral, rather than practical. Judging by the dull standard exhaust sound, which was better suited to a tired “400” than a formidable naked car with a car engine capacity, the matter of killing a dozen artiodactyls was again not without the “greens”...

AUXILIARY SYSTEMS

The unique combination of a powerful engine and a carefully balanced chassis gives the rider of the KTM 1290 SUPER DUKE R unparalleled riding pleasure with a high level of safety in all conditions. The KTM 1290 SUPER DUKE R owes its absolute predictability and high safety in no small part to modern assistance systems: Ride-Mode technology, Ride-by-Wire, Tilt Angle Sensitive Traction Control (MTC) and dual-channel Bosch 9M+ ABS.

RIDE-BY-WIRE

When using the Ride-by-Wire system, the throttle valves of the electronic injection system are actuated not by cables, but by special servos that respond to movements of the accelerator handle detected by electronic sensors. But that's not all - the KTM 1290 SUPER DUKE R's Ride-by-Wire system does more: it converts the rider's throttle input to the optimal throttle position for the riding conditions. With it, you will forever forget about such troubles as engine interruptions, sudden jerks when moving and unwanted rearing.

ANTI-TRACTION SYSTEM (MTC)

The MTC (Motorcycle Traction Control) system reacts immediately when the rear wheel speed becomes disproportionately high for a particular riding mode. This takes into account the angle of the motorcycle. In a fraction of a second, the MTC system acts on the throttle valves, gently and imperceptibly reducing engine power. The intervention continues until slippage is reduced to a level that is acceptable for the selected driving mode and current lean angle. The sensitivity of the MTC traction control system depends on the selected driving mode. In Street mode, more slip is allowed than in Rain mode, and in Sport mode, even controlled drifts are possible when exiting corners. This allows the driver to fully concentrate on the road situation, getting the most out of the motorcycle and enjoying the ride under active safety monitoring. For the ultimate rider who wants to enjoy the thrilling performance of the KTM 1290 SUPER DUKE R on their own terms, without electronic assistance, the traction control can be switched off.

Test Drive: KTM 1290 Super Duke R (2014) - The most comprehensive test

I arrived in Mattighofen after a four-week work tour in Europe. Before taking the wheel of the KTM Super Duke 1290R, I had to travel 12,000 km on different types of roads, cross the Alps and Pyrenees twice, and also change motorcycles twice, trying out the new BMW R1200GS and a brand new naked bike from another well-known company along the way.

MOTOGONKI.RU, June 18, 2014 - So by the time of the long-awaited test drive of the “Zveryuga” I was already full of impressions and completely “calm” to various kinds of delight. At the same time, clearly understanding that the sensations from Super Duke will be incomparable.

In the beginning there was a word...

Now I can say that I knew “my duke” even just a little.

Before moving on to the tests, according to tradition, we took a tour of the plant, from the very beginning of the journey - from the engine assembly shop, which is located a couple of kilometers from the head plant (and office) of KTM Sport Motorcycles AG on Staleliteynaya Street.

Since the previous visit to the plant in 2011, little has changed, mainly the numbers - they have increased significantly. In November 2011, KTM announced a 5-year program to capture the road motorcycle market sector, promising to release at least 3 new road models annually (in addition to a completely updated off-road line). Having started with the Duke 125 and 200 and entering the Moto3 World Grand Prix Championship in the Moto3 class with the RC250R prototype in 2011, the Austrian company approached the 2014 EICMA exhibition with a two-time world champion and a package of 9 road models (as promised), including The Adventure 1190 and the new Super Duke 1290R are the company's flagships.

The main building of KTM Sport Motorcycles AG in Mattighofen Click on the image to
go to the photo gallery
In three years, production easily surpassed the pre-crisis level of 85 thousand units and by the end of 2012 stepped beyond 100 thousand. The plant reported an almost 16% increase in sales in 2013, which reached a record high in KTM history - 123,859 motorcycles, and a turnover of 716.3 million euros.

The first thing that catches your eye in Mattighofen today is a large construction project: the company's R&D department is going up one floor. The company is experiencing a shortage of testing space: there is no longer enough of it, so engineers and designers will soon be moved to the 3rd level, transferring the first two to laboratories and stands.

A grand upgrade of the KTM R&D department: soon all specialists and designers will be transferred to the 3rd floor, and the first two will be completely used for test laboratories and stands Click on the image to go to the photo gallery

But it’s not just this department that has grown. The headcount of the parent company and the group factories - WP (suspension and accessories), Metalwerke and Motorwerke (engine and frame production), logistics and training centers - all grew by 150 people in 2012-2013, so Mattighofen now provides employment 1849 specialists. It is pleasant to note that among them there were a considerable number of Russian engineers who are highly valued at the plant and in the testing department for their high level of training and erudition, as well as ingenuity.

It will be important to know that all assemblers undergo a full course of training and practice during the year on working with the entire KTM model range. Rotation within production guarantees the versatility of each employee: in a year, having changed all four conveyor lines and going from installing the fork to assembling the engine, he learns at the level of sensations the difference between SX-F and Adventure, which significantly improves the quality of the output. KTM has one of the lowest failure rates at QC1 (the first quality check post after the assembly line) in the industry - less than 5% of assembled motorcycles have some kind of defect when first launched.

Heart of the beast: 3 brand new engines with a capacity of 1301 cc. ready to be framed within minutes of arriving at the KTM assembly line Click on the image to go to the photo gallery

Production at KTM is organized clearly and clearly: the assembly plan is scheduled in shifts, the “minimum” and “maximum” quantities are determined, and each model has its own regulations. I was of course interested in Adventure and Super Duke. Both motorcycles arrive at the assembly lines in the form of ready-made components that have been previously checked for defects: engines, frames, chassis elements, electrical components, wheels and other attachments - everything is produced and assembled in neighboring workshops. The exception is the lightweight aluminum rims of road models, which are made for KTM by the Italian Marchesini (all spoked models on off-road are made by KTM).

Last steps - the motorcycle is almost ready! Click on the image to go to the photo gallery

If you time it from the moment the engine sits on a pallet at the start of the line and then does a test run on the dyno at QC, it's 125-127 minutes. Each step on the conveyor takes an average of 7.5 minutes. This is the average operation time at the factory; from model to model, the time for complete assembly differs by no more than 10-12 minutes and depends only on the number of these same assembly steps.

Test bench (QC1) - first full test run of the KTM 1290 Super Duke R. Click on the image to go to the photo gallery

The KTM Super Duke 1290R has 17 of them. At the very first stage, the engine is installed in the frame, then the pendulum console, shock absorbers and forks are installed. When the chassis with the engine is ready, the bike is equipped with electrical equipment; only at the 11th step is the chassis put on the wheels. The last two steps are connecting the electronics and testing the start (are all connectors connected, is there power, how does the system work and does the starter spin). The 18th “step”, the same QC1, is a dynamometer where the motorcycle is driven through a full cycle, from starting to checking the brakes and the reaction of traction control and ABS to stalls. Since there are tolerance standards for every minimal action, the system quickly identifies deviations, and the person controls the rest, relying on experience and sensations.

20 freshly assembled Super Duke R are waiting to be sent to QC1, with the same number waiting to be sent to the warehouse on the other side of the stand Click on the image to go to the photo gallery

By the time I arrived, 46 beautiful Super Dukes were already standing in the receiving area: 20 were waiting for QC, the rest were already ready to be sent to the warehouse; another 47 were supposed to appear on the second shift, before the evening. [nxtpage]

Heaven or Hell? Click on the image to go to the photo gallery

What do we know about the KTM Super Duke 1290R? The fact that the bike was built on the same platform as the RC8R superbike and the Adventure 1190 that I named last year as the “Best Bike Ever” is the LC8. The only difference is that the LC8 they make for the Super Duke is significantly different from the Adventure engine. I will say more, they are not similar in behavior at all.

The same 75-degree V-Twin with the same power of 180 hp, but with a displacement of 1301 cc. produces 100 Nm of torque already at 2500 rpm, and peak torque of 144 Nm is achieved around 8000 rpm.

The basic (and only) configuration of the KTM Super Duke 1290R is equipped with all the electronic systems available on the Adventure, even the dashboard is the same, without changes (which becomes clear when you turn the ignition key - the icons of all options are highlighted, but only those that are not refer to chassis settings). There is also adaptive low beam, which reacts to the light level and turns on itself when entering a tunnel. The only thing that is missing is remote suspension adjustment - the adjustment is done manually, but the dry weight of the motorcycle is much less - 189 kg, after all, this is Ready to Race!

the Beast... No, I strongly disagree with the nickname KTM has given to one of their finest creations. The most surprising thing is that I liked this motorcycle not roaring at 8000 rpm, but rather parading at 2500.

Meat Click on the image to go to the photo gallery

What is the word “Beast”: a monster, an evil, harsh, bloodthirsty and very aggressive beast. But for me, the Super Duke 1290R is more like a young but well-bred tiger, calmly purring when you scratch it behind the ear, but ready to rush in an instant and end up on the closet. So, in short, we can describe the behavior of the Super Duke 1290R on the road.

Rubber 3-4 gears with all the torque are able to “lift” the bike from 30 km/h and accelerate it to 130 km/h in a couple of seconds, and if necessary, in 7 seconds to 200; but the main sensations come from 4th gear, which provides unrivaled comfortable cruising at speeds of 60-80-100 km/h.

The engine also has an “absolute comfort” mode: this is 6th gear, 100 km/h, when no vibrations are transmitted from the engine to the steering wheel and other parts of the chassis, and only a uniform rumble reminds of its operation. At high speeds, there is no annoying “ringing”, like the Japanese “in-line” cars, only peals of thunder, upon hearing which, fast AUDIs and Mercedes obediently take to the right on the autobahn.

The key difference between an inline engine like the classic Suzuki GSF series and one like the KTM LC8 (and especially the Super Duke 1290R) is how the ride itself feels.

Everyone's favorite winding paths - there are especially many of them in the foothills of the Alps, southern Bavaria and Austria Click on the image to go to the photo gallery

At low speeds, due to the lack of vibrations and smooth operation of the “rower”, a certain vacuum appears in the understanding of what is happening around. Without a timely change of sensations, the state of “flight” can “float”. While the rumble of the big V-Twin, the vibration that the engine gives every second, seems to say: “Dude, we're going, we're going, we're going!” Feel the ride! That’s why driving a “row” is boring, and in urban conditions it can cause banal irritation and downright nauseating urges, once you find yourself in a dense stream of cars stretching in a line, escorting, for example, a tractor with a trailer or a regular bus. To be honest, when driving a Suzuki, this situation is simply unacceptable for me, it begins to infuriate and demand immediate satisfaction - there is no space where the characteristics of an in-line “Japanese” would again bring joy. In the case of the Super Duke, such ideas never occurred to me, although queues of cars in Austria, especially on narrow mountain highways, are an everyday occurrence.

At low speeds, the Super Duke simply resembles a tall chopper: you sit in a comfortable, very comfortable position, “chop” at the bottom and enjoy the feeling of inner usefulness... at a speed of 60 km/h. It's indescribable. After all, even on the KTM Adventure 1190 you want to drive it and finally understand that you are “going” when you see the coveted number “140” on the speedometer.

At such a completely relaxed pace, completely forgetting about the purpose of the test drive, on the first evening I drove about 300 km around the outskirts of Salburg and Munich, not forgetting to indicate the “Winding roads” option in the navigator: the south of Bavaria has hundreds of kilometers of such routes, but There is too much traffic in Austria, especially in the evenings.

Installing GPS on a Ram Mount in Minutes Click on image to go to photo gallery

By the way, installing a motorcycle navigator on a Super Duke will take a matter of minutes if you have a “Ram” type ball mount on hand that can be installed on the steering wheel or in place of one of the strut bolts. In my case, the motorcycle Tomtom Rider 2 perched on the left side of the handlebar, next to the remote control - excellent visibility and complete comfort of use.

On the way back from Munich I found myself on an autobahn with no speed limit. The section of the A8 from Feching to Traunstein is not only probably the busiest in southern Germany, but also the fastest: according to statistics, the average speed in the left lane is 165 km/h, and, guess what, this lane is never empty. In fact, no one moves slower than 180 km/h there, mostly faster. Great opportunity to spur on the 1290R!

The Super Duke's chassis, with its single-sided rear wheel console and base-mounted steering damper, is as rigid and stable as a well-balanced Superbike can be at speeds over 200 km/h (the genes of the RC8R Track predecessor make themselves known). The only difference is that you don’t have to hide behind the fairing: it’s simply not there - there’s nothing to hide behind! Honestly, at that moment I sincerely regretted that I was wearing touring Gore-Tex, and not a tight-fitting racing suit, so I could not boast that I accelerated this core to the mythical 280 km/h.

On the A8 autobahn from Munich to Saalburg there is a fairly large section without a speed limit: 241 km/h is only slightly faster than the average speed of traffic in the left lane Click on the image to go to the photo gallery

I admit that the engine's potential under ideal conditions is much higher. Even on the fastest autobahn in Europe, on a 40-kilometer section, I managed to reach 241 km/h (according to the speedometer; the device error, according to GPS data, is small, less than 10%). The feeling is as if you are hanging on a horizontal bar, only horizontally. To ride the KTM Super Duke 1290R fast you need a very lightweight carbon integral like the SCHUBERTH SR1 and the rider needs to wear a full leather overall. Otherwise, the rider becomes a big sail and fights with himself and the motorcycle, however, while receiving the wildest dose of adrenaline.

Cruising along mountain roads at 80-100 km/h is the main pleasure with the KTM 1290 Super Duke R Click on the image to go to the photo gallery

This also differs from the Adventure: since the Super Duke R is designed as a fun bike, rather than a tourer or all-arounder, the designers initially built into the program the use of the engine at high speeds. The pistons in the LC8 Super Duke are 108mm in diameter, but each is 47g lighter than the RC8R and Adventure; and the throttle diffuser is 56 mm (4 mm larger than the Adventure). In addition to the purely physical improvements, the Super Duke features a fully computerized MTC (traction control) module with a motorcycle attitude sensor that measures three-axis lean angle and acceleration, making adjustments to the traction delivery to the rear wheel. That is, no matter how you twist the handle, the rear wheel stall in a turn will be under electronic control.

And I really needed all this during the tests: after all, only the first day turned out to be truly summer and dry.

The plan was to cross the Alps, reach Italy, and return through Switzerland, however, on the day of my departure the weather worsened significantly. [nxtpage]

Photo session in the Alps: KTM 1290 Super Duke R test Click on the image to go to the photo gallery

“Are you sure you want to go to Schwarzenberg today?” Lisa, KTM Sport Motorcycle PR manager, asked me with uncertainty in her voice: “It’s a pity that the weather is not good!”

“The snow hasn’t fallen yet!” I retorted, attaching a Pin-lock to the visor of my helmet. Yes Yes. Below, under the mountain, the weather was “not very good”, but not at the pass - there was a motorcycle hell and, at the same time, the most picturesque landscapes that I have ever seen in the Alps - this is the true nature of Austria.

Ideal conditions for testing the functionality of traction control and ABS M9+ from Bosch, tied into one motorcycle monitoring system.

Rain or snow, for KTM these are just minor problems, nothing more Click on the image to go to the photo gallery

Unlike the Adventure, the ABS system on the KTM Super Duke 1290R is not a combined ABS system. That is, the front and rear circuits are separated and controlled independently. This is a special feature for maniacs like Jeremy McWilliams (I wouldn't be surprised if Jezza was the person who suggested this option). The essence is in two ABS operating modes, which can be selected from the remote control: Street (normal mode - nothing interesting) and Supermoto. In the second case, only the front wheel is under the control of the system, and the rear can behave as it wants - this is for those who have managed to feel the balance and write a will. And for those who do not at all count on a second chance in life, there is an option to completely disable ABS, which allows you to put the bike in stoppie in any suitable case: monoblock Brembo M50 with 320 mm discs, the same as on MotoGP and Superbike prototypes, and the sport-spec Dunlop Sportsmart front tire are so grippy that...

At the same time, it was not possible to achieve simple pleasures from a motorcycle, like a banal rolling burn-out on camera! No matter how hard I tried to block the front and let the rear skid, MTC worked clearly, even in Sport mode, even with ABS turned off. I'm sure McWilliams knows how to disable not only ABS, but also MTC. It was not possible for me to find “MTC Off” on the panel, although this option is available - KTM maintains its brand and respects its customers, counting on their prudence.

When I first saw the blinking “ICE WARNING” indicator on the multifunction panel, it not only alarmed me, it scared me: is it a joke to see something like this at night, and even in the pouring rain?

But on the final day of the test, I deliberately hunted for the opportunity to capture this “warning”. By the way, it appears on the display when the temperature drops below +5. We managed to capture the moment at the top of the Geisbergspitz - a mountain picturesquely towering above Salburg - a place of pilgrimage for tourists, photographers and base jumpers. I was lucky: snow did fall... an ordinary event, considering that by this moment I was not only ready to see it, but was looking for it! In “RAIN” mode, the KTM traction control so clearly caught any attempt to stall the rear wheel on the slightly damp and extremely cold asphalt due to the north wind that I didn’t have to think at all about how much to open the handle. I first experienced this feeling of permissiveness and absolute impenetrability a year ago, testing the Adventure 1190 in the Tver region, when the condition of the road surface and the depth of the holes simply ceased to matter, and the faster I drove, the softer the ride was.

On such a steep and narrow mountain gravel road, you need to be 100% confident in the good operation of the ABS, engine and traction control system, especially when you climbed 1500 m into the mountains Click on the image to go to the photo gallery

MTC has three mods. Rain – it’s clear that it’s raining: it feels like no more than 100 hp are used. power, a very early reaction to stalling and “mediocre” dynamics, with an absolutely clear understanding of the behavior of the motorcycle even in the pouring rain, which covered me at an altitude of 1840 m at about +5 degrees outside. Street is an already tried and tested mode of medium sensitivity of traction limit sensors with the ability to extract all the engine power and speed. Finally, Sport – full access to 180 hp. with virtually no (very late) reaction to rear wheel stall, which allows you to effectively drift in corners. The maximum speed is achieved equally in all three modes, just with different dynamics.

The company's proprietary PASC slipper clutch, which helps control the timing of its actuation and makes the lever much easier to operate, allows you to use the huge V-Twin for ultra-efficient and precise braking with minimal risk of losing control of the wheel.

The 1290R turns extremely easily. In general, in terms of rideability and ease of control, the Super Duke is now my favorite. It only took a few minutes to get comfortable behind the wheel; you just had to leave Mattighofen. Simple as “ein-zwei-drei”!

Look at this profile: Sportmax seems to be mocking me - I can do more than you! Click on the image to go to the photo gallery

The Dunlop Sportsmax front tire seems to hint: “Boy, I can do a lot more than you.” It’s a little disappointing, knowing that I only have three days in which I have so much to do... except for a trip to the Red Bull Ring race track. Just look at the profile! All in order to “pull” the KTM into turns lower and even lower. Over the course of three days, I still wasn’t able to test the edge grip: no matter how much I tilted the bike in turns, I couldn’t use the entire area of ​​the tire - there was always a reserve of it, and even after the test was completed, there was still about a centimeter of completely untouched “meat” left. Traditionally, LC8-powered KTMs have particularly strong front wheel grip due to weight distribution, chassis geometry and basic fork setup. For those looking to tweak the settings, there are 26 stages of rebound and compression available on the top of the fork—no tool required for adjustment.

The touring equipment of the KTM Super Duke 1290R involves the installation of two side cases made of 3D materials (semi-soft) and a small branded bag on the rear seat with a rigid fastening. The volume of transported luggage is small, only 40 liters of usable capacity, because the bike was not originally intended for long-distance travel. I had a long conversation about this at the KTM office, where they assured me that... all touring equipment produced by the plant by the beginning of the 2014 season was completely sold out on pre-orders - all 100%! And I have already seen several bikes in full gear on the roads of Austria. In addition to the saddlebags, the company, as well as alternative suppliers, already offer a windshield that fits perfectly into the design, as well as a tank bag with a rigid mount for quick installation and shooting (GIVI Tanklock 15L will be available in showrooms this summer).

The most beautiful landscapes of the Alps cannot be seen from all points; some cannot be reached by car, only on a KTM. And yes, there is torrential rain. So I'm going straight there! Click on the image to go to the photo gallery

Touring on the Super Duke 1290R seems like a lot of fun to me, but I'm not sure it's the kind of bike you'd want to spend 12-14 hours straight on, crossing continents and churning out IBA records. My plan was to drive to Stelvio, but the pass was closed due to snowfall, so I changed direction and headed south into Switzerland. And even then, I did not reach the point set on the GPS, I turned off the autobahn early, only surviving 2 hours of driving on the highway.

It’s not a matter of fatigue, it’s just that a motorcycle requires constant drive and changing directions, dynamic acceleration, you simply won’t be able to sit behind the wheel for such a long time of monotonous driving in a straight line at a speed of 130 km/h, and you will turn onto a “winding path” where - halfway to exhale and warm up. It is He who leads you on a walk, not you who leads him. And so on all the way.

Instead of an afterword

After a photo shoot over Salzburg, I decided to return to Geisbergspitz again, but this time on my Bandit. Having gone upstairs, the desire to take a “selfie with a motorcycle” disappeared, but an awkward feeling towards Suzuki came - I didn’t want it anymore. At the very end of the test, I finally realized what it was about the KTM that attracted me most.

When we climbed this serpentine road and found ourselves 1265 meters above the city, Super Duke, comfortably perched on the edge of a cliff awaiting a personal photo shoot, at that moment resembled the fiery red setter from the famous advertisement waving its tail and bursting with energy, as if he was saying: “ Boss, cool, cool! Well, what, a couple more times down and up, and then to Schwarzenberg? The last two sets of turns before the bridge across the lake were just super"

KTM, what are you doing? You can't create perfection so often! You'll have to come up with something even better next year. Is it possible? And in a year?..

The motorcycle that the company introduced to the public a year ago and called “The Beast” turned out to be much friendlier than the Duke 200 and will likely become the next level for fans who are firmly hooked on the 690R or looking for a frisky V-Twin for weekend rides. At 750 km the animal ate two full tanks of 18 liters and another 5 liters. Believing that such a large and powerful engine should be well fed, I expected to see consumption at 8 l/100 km, but I got only 5.5. And this was in the mountains, where the full potential of engine braking was actively used, and then on the autobahn, without any speed restrictions.

So, let's return to the question with which I started. After the test, I actually asked it to a person who certainly knows what KTM will do in a year. But at the last moment I realized that I didn’t want to know the future. I want to take the 1290R and “a couple more times down and up, and then to Schwarzenberg.” And finally, remove this wide smile from your face - it simply prevents you from thinking soberly and making decisions.

Photo: the author and Heyko Mandl (KTM)

ANTI-LOCK BRAKING SYSTEM (ABS)

The KTM 1290 SUPER DUKE R motorcycle is equipped with a two-channel Bosch 9M+ anti-lock braking system, which, unlike analogues available on the market, provides a very short braking distance with optimal controllability. The system modulates brake pressure to prevent wheel locking and minimize the risk of rolling over the front wheel when braking to a stop on a non-slip surface. The traction control system also intervenes - with a slight delay during sporty driving or immediately, depending on the selected driving mode (Sport, Street or Rain). For racing purposes, the anti-lock braking system on the front and rear wheels can be switched off. In Supermoto mode, only the rear wheel is freed from the intervention of the anti-lock braking system.

New frontier

Nevertheless, despite the obvious lack of declared numbers of artiodactyls, the KTM 1290 Super Duke R is the most interesting and charismatic motorcycle from a whole host of ambitious new products that I have been able to test over the past decade!

The formula for unconditional success and precision handling from the Austrians is as follows: a proprietary frame made of chrome-molybdenum pipes, WP suspensions with a full range of adjustments, a sea of ​​electronics responsible not only for the operation of ABS with the traditional participation of one of the best specialists in the world in this field - the Bosch company, but also for the operation of traction control (in the Austrian refraction - the MTS system), and three possible engine operating modes.

This entire system, assembled by specialists from Mattighofen under the abbreviation KTM 1290 Super Duke R, today gives the effect of the most “sharp” and controllable motorcycle on the market of “naked” cars!

Without a doubt, now the KTM 1290 Super Duke R is an exclusive naked bike in numerous respects, against whose background even some sportbikes may seem like very sad cows for which the slaughterhouse is crying...

The situation when expectations do not coincide with reality is not only a specific problem for a truly outstanding Austrian naked bike, but also a completely ordinary life option. Which, however, in no way detracts from the advantages of the KTM 1290 Super Duke R.

I am sure that in the hands of competent specialists who are able to get rid of the “ecology” and fully unleash the enormous potential of the LC8 installation, the Austrian naked bike will easily be brought to the stated characteristics - and it will be a completely different motorcycle. In the meantime, other things being equal, there is a more powerful competitor on the market, with similar curb weight and handling characteristics.

Nevertheless, for myself I would choose... KTM. Unlike many of its counterparts, this motorcycle has charisma, character and style - qualities that cannot be sold for money. They either exist or they don't. And the guys from Mattighofen definitely know some secret... /

STEERING DAMPER

In principle, the incredibly stable, precision-built KTM 1290 SUPER DUKE R does not need a steering damper.
But when a motorcycle with a 180 hp engine. With. speeds down the road, the load on the front wheel is significantly reduced, and a pothole or uneven road surface can cause strong kickback in the steering wheel. Therefore, for safety reasons, the KTM 1290 SUPER DUKE R is equipped with a reliable and sensitive steering damper from the WP Suspensio brand . On this note, I do not end the review of the motorcycle. To be continued