The KTM 1290 Super Duke R Evo is in the most sensible finish of the super naked class. At £17,899 (2023 prices), that’s £1399 more than Yamaha’s MT-10 SP and over £5300 more than a base BMW S1000R.
It’s a magnificently finished indulgence, highlighted through competitive hunched shoulders and bright orange streaks that glow in the sun. Tense, composed and incredibly fast, his true ability cannot be identified until you dig deep into your pocket.
Our test bike has been fitted with the Tech Pack, which costs (at the time of writing) £1059. 18 and includes a high/low quick shift, Pro suspension, a Track Pack that adds release control, anti-wheelie, track riding modes and more complex. acceleration and traction settings, as well as engine slip regulation (MSR) to prevent intense downward changes in the rear wheel lock. The right thermal handles will set you back an additional £180. 36.
All this brings the price to £19,138. 54, just a few hundred pounds less than the 207hp BMW M1000R, which arrives for 2023 at £19,480.
For starters, a motorcycle that starts at about $18,000 comes with a quick/blipper shift lever and heated grips as standard. These are not new technologies and it is salty to be charged extra.
That said, they’re worth the investment, deliver hassle-free shifts at any speed, and keep your hands warmer than almost any other official mounting handle you’ve tried. you can. Available separately for £252. 79, it unlocks the anti-sink front forks and an “Auto” setting for either set of springs.
As expected, anti-sinking serves to reduce power movement braking and helps maintain the front compound without sacrificing comfort. The automatic settings also adjust the damping based on your inputs into the pass, adjusting more or softer depending on how you drive.
I have used either on a daily basis and would recommend the investment. Elsewhere, track-focused elements conveniently arrived on a day at Snetterton last summer, namely anti-wheelie and complex modes, but they go largely unnoticed along the way. I’ve never used release control and can’t think of a situation I’d need (besides showing, of course).
The hydraulic clutch was a bit annoying during my time with the bike. Twice, the lever bite point returned to the handlebar handlebar, slowly pushing it forward in traffic and preventing it from setting itself to neutral when stationary.
Previously bleeding to remove air from the formula, he investigated further when the problem resurfaced a few thousand miles later. KTM investigated the factor and said: “After an initial inspection of the clutch mechanism, we purged a very small amount of air from the formula to carry the clutch serves as returning to normal.
“To find out where this air came from, we investigated further and found a very small scratch on a seal that was too small to filter clutch fluid, but we are making a connection so that it is the source of the small amount of air that first of all external bleeding. We replaced the gasket and that turns out to have solved the problem. This inspection and repair of paints would be carried out under warranty on a customer’s machine. “
I’m in the incredibly privileged position of modeling many other bikes, and I would rank KTM’s ballistic 1290 Super Duke R Evo among the most productive for my 50-mile trip to the office.
It could have a declared power of 177 hp, offer wind protection and have enough jagged edges to disgrace a porcupine, but the Austrian super nude offers a delicious combination of functionality and smoothness to turn even the most boring days into an event. .
And I don’t just mean getting you there as temporarily as possible. You see, this capable device can be incredibly stylish when you want it: taking frugal sips from its 16-liter fuel tank for a proven 53. 4 mpg. Not bad for a motorcycle with a 1. 3-liter engine.
With so much force and torque on the tap, the liquid-cooled double makes a small dent in Lincolnshire’s long 60mph direct roads that separate me from the MCN towers.
Pressing cruise across the color TFT dashboard is sleek and simple, allowing me to move comfortably and focus on dodging visually impaired drivers and relentless tractor locks.
With the semi-active suspension changed to “Auto”, it gently absorbs bumps, adjusted or softer depending on the rider’s input. This is especially welcome in the plains of Fagnes, which seem to be a critical point for road sinking and potholes.
Being a twin-cylinder, the bike also feels narrow between the legs, with low weight on the chassis, single bars and a moderate seat height of 83. 5mm. I’m probably only five feet 6 inches, but I can fly the SDR at low speeds with genuine confidence, perform slow maneuvers, and perform a simple, unintimidating task.
In fact, the thing that has prevented this over the last 6700 miles is the hydraulic clutch, which had to be bled about 3000 miles ago for air in the formula, which caused the bite point to slowly pull back towards the bar until it still sits. held firm. the lever pulled.
This problem has recently resurfaced and leads me to think that there is another underlying problem at play. It also means that the motorcycle must carry you in each and every traffic condition and is unlikely to go to neutral with the engine running.
The other complaint is more due to my own laziness and considerations about the bright orange paint on the rear wheel. When it’s clean, it looks beautiful, but keeping it spotless is a full-time job.
After taking the keys to KTM’s 1290 Super Duke Evo R in February, editor Dan shows off his 10 and 10 worst facets of cycling life. You can watch the full video below and read previous updates further down this page.
The last 5000 kilometres with the KTM 1290 Super Duke R Evo were a lesson in moderation. With 177 hp declared between the bright orange beams of its stretched lattice frame, it is effortlessly fast and will roar in front of traffic lines faster than can be said. “Mirror, signal, maneuver. “
Away from the prying eyes and dashboard cameras of Britain’s main road, it turns the laughing thing into 11: it maintains a line as well as any sports motorcycle and comes out of the curves with all the thrust of a high-speed train.
To find out how smart he is when he was angry, I headed to a sunny Snetterton 300 with MSV to play, and to check my 2000-mile Pirelli Diablo Rosso IV Corsa tyres.
Although it is the only road bike in the fast group, what is evident is how fast the KTM goes in a straight line. He would gladly stick with some older supermotorcycles and six hundred strip lengths ready for the track.
While impressive, the semi-active suspension required extra preload at the rear to prevent the bars from jerking in lower gears and swinging smoothly at top speeds, even if it was already in its sleeker setup.
Despite the lack of frame, the dashboard reads well in the 150 mph variety at the end of the Bentley Straight. To prevent my head from separating from my frame, there is an £80. 70 tinted mosquito net, which screws in the TFT board to reduce the LED hole. lighthouse.
Although small, it made a big difference in road driving and also contributed to making the day at the track more fun.
Another thing that boosted my day was the Pirellis, which replaced an original Bridgestone Battlax S22 game. There was nothing wrong with these, however, the Devils are a bit above in rain and dry and provided a lot of confidence and stability in the corners. my day.
However, in the afternoon, they showed significant wear, so I hesitated to push the lean one further.
The only thing that dropped the bike was a small drop of oil under the filler cap, which began to leak in droplets during the afternoon sessions.
I’ve been lucky enough to hold the keys to KTM’s £17,899 Super Duke R Evo since early spring. During this time, we battled heavy rain, some of the days recorded, thousands of miles of travel, a holiday at Man TT and a hot date at Snetterton on an MSV Trackday (more on that at a later date).
I was introduced to the Austrian beast very well and I experienced firsthand its most productive and worst characteristics. I also immersed myself in the catalog of optional extras and started experimenting with new tires. But how smart and what went wrong? Read on to find out. .
The Super Duke R Evo is based on the popular R style with WP electronic suspension. It could cost £1550 more (2022 price), but that’s good. The popular motorcycle has a fully adjustable quality kit, but the ability to make adjustments. At the touch of a yetton is definitely worth it. I also like the anti-dip option on the forks, which makes the front end incredibly serene when braking hard. The motorcycle takes corners with a transparent composure and gives the great gross 1290 the impression of being a sensitive 890 Duke.
It might seem like something insignificant to communicate about, however, the virtual fuel gauge on the color TFT dashboard can be irritating when you arrive at the reserve. Reach 50 miles and you’ll be greeted through a caution window that looks more like a breakdown alert. than a reminder to refuel. And then there’s accuracy: it’s better and other times it may seem like 50 miles really means part of it. I left paintings one night with ’50 miles’ in the tank. Less than 10 miles later, he told me I had 10 miles left.
An angry, tall, super naked user has no right to be so comfortable. A thick padded seat, spacious footrests and easy access to the bars make it so easy to live with, while riding wonderful miles. I recently installed the £80. 70 and took ease of use to a whole new level. For anything a little bigger than watches, it does a remarkable job of keeping the wind over your shoulders and head. It is an attractive complement for any SDR owner. It also cleans up the dominance between the headlight and watch stands, which seems like a standard design oversight.
The electronic suspension is very nice, but the roaring 1301cc V-twin engine remains the centerpiece of the Super Duke R Evo. Raise your right wrist and you will see that it is tremendously fast, encouraging you to pass faster. Great torque to effortlessly pop car lines. But it’s also comfortable and simple when needed and will clear through city traffic as smoothly as an A2-compatible nude. It is a very flexible unit.
It is also a very hot unit and around town and at low speed in the peak summer heat, it has become uncomfortably hot between my legs. In fact, in one case I had to move it from a parking area to a field, when it started burning through the surrounding tall grass. A momentary center in the mouth!
The KTM has auto-cancellation indicators. I don’t like those at best, but the Super Duke design takes the cookie. They just don’t stay long enough: they don’t last as long as a dual-carriageway ramp or a brief accumulation of traffic before entering a roundabout. Make them last longer or give the rider a little more confidence to cancel their own indicators.
Anyone who has followed my time with the SDR Evo so far will know that it is not fault-free, with electric headaches, new switches and a new remote control battery. Unfortunately, I have to point out the problem. This time with the clutch.
I noticed that the bite point was approaching the grab bars. I wrapped the stretch and watched it, but very soon it bit me by pressing it tightly against the grab bars, slowly pulling me forward at a speed to stop and preventing the bike from entering the unbiased race. Not without causing any internal damage, I went to see the big folks at Gear4 Motorcycles at Market Deeping, who solved the challenge in 10 minutes.
Air had entered the hydraulic clutch formula and with the challenge solved, I spoke to KTM UK, who said: “Obviously, air deserves not to enter the formula. In this case, there will most likely be a small amount of air. “It is not noticeable at lower ambient temperatures.
“When we entered a time of year, the air in the formula expanded and signaled the problem, hence the need to purge the formula. This would be covered by the warranty.
It’s good to know you’re covered by the warranty, but it’s the latest in a series of upheavals that are unforgivable.
After a three-year absence, the TT, the number one tourist destination I looked to stop at on the KTM 1290 Super Duke R Evo this year.
I love the event, the people and the island, and when the opportunity presented itself, I quickly packed up my KTM deposit bag (£180. 36) and inflexible saddlebags (£452. 16) and left.
I had never been to the TT before and had to catch a ferry in the middle of the school week. A boring Wednesday morning on the road and across the country is the best test to see how the Evo copes with long highs. -Speed sessions.
Given the inclusion of semi-active springs and an oddly easy-to-use V-twin, I calmly calmly reassured, but I didn’t expect it to work as well as it did. Moving up a gear and settling for the long term, the 1301 cm3 engine sails little more than idling.
With a thick padded seat and room to move, I arrived without pain or discomfort, without noticing the extra luggage, thanks to the changes in the electronic preload. I also covered almost the entire adventure of about 180 miles with a juice tank.
The KTM was at home on the Isle of Man. Straight and comfortable, it was ideal for switching from one point of view to another, as well as filtering traffic. heads went.
That said, it has started to heat up in traffic and refueling at low revs can be choppy when you step on and release the accelerator.
I couldn’t get all the way to the TT and let the Super Duke pass a bit.
With a claimed force of 177 horsepower, on the mentioned mountain they were a must, with the optional functionality configuration that allowed me to do more of the one-way steering and without speed limits.
Finally, I went to Ramsey for the sprint to run what you brought. A possibility for visitors to set their fastest time of 1/8 mile on their road motorcycles along the coast, I controlled to descend in less than 8 seconds at a top speed of 107 mph. It will!
When I first reported on my time with the KTM 1290 Super Duke R Evo in MCN’s May 4th factor, I was about 1600 miles away and two months after my stint in the Austrian brute and still looking to identify a sense of camaraderie with her.
A look at the spec sheet: it would be love at first sight for a fan of motorcycle functionality like me, but at first we struggled to join, due to some electric gremlins on the key and surprise rear shock absorber (more on that below).
However, now that I’ve had time to do more recreational miles on the bike, our dates have blossomed and I faint from a noisy tear along my favorite back roads I have time to sneak out.
It might have a tricky electronic suspension to handle a brisk and calm ride, but it’s a motorcycle that rewards aggressiveness – it comes to life when you start pushing the boundaries and leave that deaf V-twin on a strap. I started to fall in love with his mischievous charm, but there were still moments that tested my affections.
After previous electrical problems described in update one below, the motorcycle returned to KTM headquarters at the end of April for once. On my return, I went to the local fuel station to refuel before a long trip, but found that the engine stopped every time I turned the bars to the left, with the TFT claiming that the death transfer had been activated. So he reloaded into a van to return to KTM, which replaced the transfer to solve the problem.
“The cables of the device are a bit tight compared to other models, so we can only assume that over time the cables stretched and caused the defect,” said the KTM representative.
“We gave a little more slack to the wiring,” they continued. “If it was a visitor experiencing the problem, our mobility branch would have picked up the motorcycle and taken it to the local dealership, who would have repaired the motorcycle and provided the portions. “under warranty. “
These disappointing demanding situations tested my ability to accept as true with him during long walks. But things are better now and since then, it’s been like gold. I didn’t even have to adjust the chain, despite all that torsional force and effort.
It also withstands leather bolts well for all-weather use, however, the large orange rear wheel is a bloody pain to stay blank and the edges of the rear tire are noticeable after approximately 2500 miles.
I’ve been doing as many recreational miles as I can recently, motivated even more this year by a long time returning to road bikes after a season in racing.
Living in Lincolnshire, I’m lucky enough to have bumpy roads just around the corner and the SDR Evo is wonderful anywhere there’s room to use its 177hp engine, while the tight, fast corners give the electronic suspension and lattice chassis a smart handling.
So composed, it rewards hard riding and steering settings like a smaller KTM 890 Duke. I don’t get tired, with the bars and comfortable ankles that mean I’m not in agony, I come to the next idyllic village of Lincs.
The KTM 1290 Super Duke R Evo is based on the already incredibly capable Super Duke R with WP Apex semi-active electronic suspension, less time to adjust settings and more time to wrap your right wrist.
I’m amazed by the ability of the popular SDR to be so incredibly smooth in the city, with the strength to pull your arms to blank their grips when you turn the throttle. It is a genuine Jekyll and Hyde motorcycle and after 1600 miles I can hopefully say that life in the Evo is the same.
But all is not well on the KTM. Just 290 miles from our time together, the engine shut down, the dashboard caused a preload error, and the rear surprise dragged on, forcing me to tiptoe around the bike.
Since then, the message has reappeared even without the spring problems. It is also claimed that the keyless remote key fob was unsuccessful on a trip, even though it was in my bag, and then, at approximately 1600 miles, the motorcycle absolutely stopped responding to the key. .
Unable to get the bike started, I disconnected and reinserted the battery—everything I had seen done at the RAC when my long-term 1290 Super Duke GT evolved to the same challenge two years ago. Then immediately, but it evolved to the same challenge. less than an hour later.
A return to KTM headquarters revealed that the key fob was weak and the battery has now been replaced. one stop, the motorcycle can continue with its same previous start procedure where all ECUs perform the mandatory checks before pressing the ignition button.
“In this case, we can see that the touch was driven to the verification phase of the ECU. This caused the battery force to deviate to the initial formula and caused one or more of the ECUs to demonstrate a failure, which ultimately affected the rear driving height. If this happens again, turn off the motorcycle and restart it normally.
These electrical concerns are a shame because it’s a crunchy kit in a different way. He’s been a brilliant traveler and has B-roads for breakfast, but worry about faults still lurks in the back of my mind. I hope it will be the last.
Contact: dan. sutherland@motorcyclenews. com
I will treat the motorcycle on daily trips, track days, motorcycle nights and absence days. I spent 2019 in the KTM 1290 Super Duke GT which I enjoyed riding, but it will be interesting to see if KTM has corrected the quality issues. I’ve had before. . .