Most recently, following extensive redesigning in 2020, MD tested the lighter, chassis-optimized 1290 Super Duke R here.
Perhaps the one thing that makes riding the KTM Super Duke so unique, and special, is the massive 1,301cc 75° v-twin that powers it. At just 3,500 rpm (where it rises above 80 foot/pounds), the KTM makes more torque than a 1,000cc four-cylinder superbike at its torque peak (typically, well north of 10,000 rpm). The big KTM punches out more than 90 foot/pounds by 8,000 rpm! These numbers are at the rear wheel, not theoretical. Of course, a wheel horsepower peak in the mid-160s is pretty impressive, as well.
The most recent generation Super Duke lost a lot of weight while gaining chassis rigidity and much improved handling, including feedback from the front tire. Indeed, it is a much more precise, evolved machine compared to the original version.
Speaking of evolution, MD recently got its hands on the 2022 1290 Super Duke R EVO. Featuring the same basic engine/frame design as the latest generation R, the R EVO gains a few new tweaks and refinements. Most notably, in place of the standard adjustable suspension found on the R, the R EVO is anchored by the latest WP APEX semi-active suspension.
The EVO comes standard with three damping modes selectable by the rider, including Comfort, Street and Sport. Rear spring preload can be set electronically (via the TFT display) with the rider able to select 10 separate levels for a total range of 20mm. Our test bike has the optional Suspension Pro package, which dealers can install. It adds three other damping modes, including Track, Advanced and Auto. We will delve into these in more detail in Part 2 of this review.
Of course, three rider modes are also standard, including Rain, Street and Sport. Our test bike came with the optional Track and Performance ride modes. Essentially, these ride modes progress through more direct, sharp throttle response.
In this Part 1 of our review, we want to give you some brief thoughts on what it is like to ride the new Super Duke R EVO. In short, we have been very impressed with the semi-active suspension. KTM, which owns WP, has had this technology on production bikes for several years. We already thought KTM was ahead of some of its competitors, but this latest generation technology is another step forward.
The Street damping mode is pretty versatile. Stiffer than Comfort, it is a bit more buttoned-down, but still entirely livable for daily riding or commuting. The Sport damping setting really shines, with stiffer, more controlled compression and rebound while still able to absorb sharp edge hits without harshness.
This new suspension, combined with the proven chassis and engine, is extremely impressive on the road … particularly when carving up the twisties. The bike just feels stable and precise. Changing direction with surprisingly little effort, it is not that far off the stellar 890 Duke R when it comes to flickability.
The Brembo brake package is also impressive with strong, but controllable initial bite and awesome power.
Stay tuned for Part 2 and a more detailed discussion of the 2022 1290 Super Duke R EVO.
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