Church Of MO: 2014 KTM Super Duke R Review
Once a Beast, always a Beast.
With the recent announcement that KTM was turning the 1290 Super Duke into the 1390 Super Duke R Evo, we're left to wonder just how far KTM can take its maniacal naked bike. Knowing the Austrian brand, its Ready to Race mantra probably means the 1390 is going to be a force to be reckoned with. Not that it wasn't before.
To give us some perspective on what to expect from the 1390 Super Duke R Evo, we went back in the vault 10 years and found Tom Roderick's review of the "original" Super Duke R – back when it had "only" the 1301cc V-Twin. Of course, true KTM diehards will remember the 990 Super Duke, and while that was a beast of a bike in its own right, the 2014 Super Duke is the spiritual start of the Super Duke as we know it today. How good was the 2014 bike? So good, in fact, that T-Rod himself owns one today.
2014 KTM Super Duke R Review - First Ride
by Tom Roderick
The nicest "Beast" we've ever met
Turn off the switchable ABS and Motorcycle Traction Control (MTC) and KTM’s new 1290 Super Duke R slips, slides, wheelies and stoppies just like in the promotional video released a few months ago (certain skillset required). Leave these two rider aids on, however, and the “Beast” (as KTM affectionately refers to it) is as genteel as a 1301cc V-Twin boasting 180 horsepower and 106 ft-lbs of torque can possibly be.
2014 KTM 1290 Super Duke R
Editor Score: 94.0%
The result? A new hooligan that leaves Triumph’s Speed Triple wishing it had another cylinder as the KTM steps into the ring as the number one contender to the Aprilia Tuono V4 R’s king hooligan crown.
TRIPLE THREAT: 2012 Triumph Speed Triple R Review
Engine & Engine Management
The twin-cylinder heart of the Beast is more than just a transplanted RC8 R engine. Prior to Super Duke R duty KTM engineers increased both bore and stroke from the race bike’s 105mm x 69mm to 108mm x 71mm giving the SD-R a 106cc engine capacity upgrade to 1301cc. In an effort to increase low- and mid-range torque intake ports were reduced in size from what’s in use in the RC8 R. The result is a claimed 106 ft-lbs of torque @ 6500 rpm – a 40% increase in torque over the RC8.
Pistons are three millimeters larger in diameter but 47 grams lighter in weight. A slipper clutch reduces engine braking and lightens lever pull of the hydraulically actuated clutch. Throttle bodies were enlarged from 52mm on the RC8 R to 56mm on the Super Duke R.
Controlling all this internal combustion chaos is a Keihin engine management system operated by a ride-by-wire (RbW) throttle. The outcome of KTM’s efforts is faultless EFI mapping and precision throttle control. Mild to aggressive throttle inputs are processed and delivered to the rear wheel in measured, smooth application. Throttle abruptness is nonexistent. Even in the most aggressive Sport setting of the Super Duke R’s three ride modes (Sport, Street, Rain) the system optimizes the enormous amount of torque on tap and delivers it to the rear wheel in a silky forward rush of excitement.
The ride mode Rain setting limits bhp to 100, softens power delivery and limits rear wheel slip to minimal. Street mode moderately increases rear wheel slippage and unleashes all 180 bhp with quicker throttle response compared to the Rain mode while the Sport mode delivers the engine’s full potential (while still being metered by the Keihin engine management system) and allows the rear wheel to power slide (within reason).
Coupled with the switchable Bosch MTC system the rear wheel never gets too out of line. The system, however, is not customizable to rider preference. In KTM’s words, MTC reduces “the amount of slippage to the level determined to be the optimum by the current ride mode selection.”
So, besides turning MTC off a rider is stuck with KTM’s pre-programmed settings. Assuming owners of this bike to have the knowledge, skills and wherewithal to make their own decisions regarding MTC settings we think KTM should allow more adjustability with its MTC system, like the Tuono V4 R’s handlebar-mounted +/- paddle selectors.
The Super Duke R’s ABS is also switchable and boasts the added function of Supermoto mode that, like the company’s Adventure model, allows the rear wheel to lock and slide while maintaining functioning ABS on the front wheel. Operation of the electronics package mirrors that of the Adventure model with the same left-handlebar-mounted selection module and instrument cluster.
For the most part MTC and ABS function transparently in the background providing a confidence-inspiring safety cushion but also an exhilarating experience that doesn’t detract from the thrill this high-torque, big-Twin provides. We did notice that while ABS remains off when using the killswitch to stop the bike, MTC always defaults to the on setting.
The Super Duke R is exciting in the corners by virtue of its relatively low 446-pound (approximate) curb weight and superbike-style handebars. Side-to-side transitions come fast and easy, and the bike holds its line on the street or track with sportbike-like precision. A new chrome-moly steel trellis frame and handsome single-sided swingarm maintain the SD-R’s stability at top straight-line speeds or in fast sweeping corners.
MORE DUKE-NESS: 2013 KTM 690 Duke Review – Video
The inverted, 48mm WP fork separates damping duties by having the left fork tube tackle compression while the right dampens rebound. Both are adjustable via a finger twistable knob atop each tube. At the rear a WP shock provides rebound and low- and high-speed compression damping. Like KTM’s dirtbike’s, the shock’s preload is adjusted by loosening a polymer locking nut and manually turning the spring.
With wide superbike-style handlebars leveraging the Duke on the steet or track comes easily. Maintaining a quick street pace is almost an afterthought while the SD-R’s track riding competency will certainly shame more dedicated sportbikes. The footpegs and shifter began grinding as speeds and lean angles increased when circulating the Ascari circuit in southern Spain, but adding some preload and stiffening the WP components will help keep hard parts from grinding.
Front wheel stopping force is provided by a pair of Brembo’s stellar M50 calipers and 320mm discs. Initial bite on the street is fierce, demanding a measured one- or two-finger pull on the adjustable lever. On the track is where the M50s shine, quickly and consistenly slowing the SD-R from crazy fast track speeds.
When it comes to KTM’s claim that the new Super Duke R is the “most potent naked bike in the world,” Aprilia can certainly raise an eyebrow and simply reply, Tuono V4 R. With a more complete electronics suite and a proven track package taken directly from its WSBK title-winning RSV4, the Tuono will not easily be knocked off its perch atop naked bike mountain. But this is fodder for a future shootout, which will take place as soon as Super Duke Rs arrive stateside in late winter to early spring.
One thing’s for sure, the 1290 Super Duke R is a bike you can comfortably ride to the track, flog around all day at high speed, embarrassing wannabe heroes on their repliracers, then ride home without changing a thing. And then take a multi-day sport-touring trip the following weekend. How many motorcycles can claim this kind of versatility? As long as KTM keeps the price reasonable (which should be announced in early December), the Super Duke R is poised to take up residence in a lot of garages.
- Wicked comfortable fun
- Restricted electronics customization
- Any color as long orange or black
- Slightly wide at tank/seat juncture
2014 KTM 1290 Super Duke R Specs
Bore x stroke
108 x 71 mm
180 hp @ 8870 rpm (claimed)
106 ft-lb. @ 6500 rpm (claimed)
Chrome-moly steel trellis
48mm inverted WP fork
Brembo M50 calipers 320mm discs
Brembo two-piston caliper 240mm disc
Rake / trail
Weight (without fuel)
417 lbs. (claimed)
RbW, ride modes, MTC, ABS
Black & Orange / Orange & Black
Troy's been riding motorcycles and writing about them since 2006, getting his start at Rider Magazine. From there, he moved to Sport Rider Magazine before finally landing at Motorcycle.com in 2011. A lifelong gearhead who didn't fully immerse himself in motorcycles until his teenage years, Troy's interests have always been in technology, performance, and going fast. Naturally, racing was the perfect avenue to combine all three. Troy has been racing nearly as long as he's been riding and has competed at the AMA national level. He's also won multiple club races throughout the country, culminating in a Utah Sport Bike Association championship in 2011. He has been invited as a guest instructor for the Yamaha Champions Riding School, and when he's not out riding, he's either wrenching on bikes or watching MotoGP.
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