On paper, the principle change between the new EVO and the 2020 KTM 1290 Super Duke R previously tested by MD is the new suspension system. We described this new semi–active system in Part 1.
A quote from our 2020 review, which, once again, addresses essentially the same engine and chassis dynamics we experienced with the EVO (the 2020 bike was already the third generation engine and frame) is appropriate here:
With the engine as a stressed member of the frame, and the steel trellis featuring larger diameter tubing, KTM claims triple the torsional stiffness of the prior model, and a lower center of gravity. All this while reducing the weight of the frame. The stiffer swingarm is the same length, but the pivot point has been raised 5 mm to reduce squat under acceleration. The triple clamps, steering column and subframe were all redesigned, and all lose weight, as well.
Big, 320 mm floating discs are squeezed by, arguably, the best brake calipers available from Brembo for street use. Once again, the brake system is lighter this year, in addition to being more powerful and efficient. The brakes slow down new, lighter wheels shod with Bridgestone’s superb S22 rubber.
The design and the aesthetics, as well as the ergonomics, reflect a focus on minimalism. Engine and everything else necessary to contribute to the riding experience … and nothing more. Working again with KISKA Design, the extreme angularity now creates a family resemblance for all KTMs, it seems. But standing next to the 1290 Super Duke R after an invigorating blast through the canyons, we are struck by how compact, and dense the design is.
The riding experience reflects this. If “too much horsepower” was a characteristic of previous models, it is now, perhaps, a hallmark. Limited only by the skill of the rider (and for many riders, these limits are severe), the Super Duke R can accelerate, brake and turn near the limits of your imagination.
Which brings us back to the engine, and those advanced electronics that tame it. Each of the two cylinders is slightly more than 650cc in displacement (for a total of 1,301cc). As a youngster, a 650cc dirt bike was, in some ways, the ultimate. Wheelies whenever you felt like it, and power slides to suit any occasion. In theory, the two 650s beating beneath the seat of the Super Duke R provide similar possibilities on tarmac.
What struck us this time aboard the new EVO was the precise responses of the big KTM. The engine with its massive power is, nevertheless, predictable in the way that it responds to your right wrist. If you leave the bike in Street mode, you can cruise around all day without ever scaring yourself. Just roll on the throttle and apply as much acceleration as you think you need or want. Of course, even in Street mode, once above 7,000 RPM, or so, the bike is a rocket.
We were interested to try the other riding modes, including the optional Track and Performance modes. We found the fuel injection mapping in each of these modes is excellent, in our opinion. Of course, the Track and Performance modes respond more quickly to throttle inputs, which is precisely what they are intended to do. In Performance mode, for example, the bike launches much harder with the same relatively small throttle application that would feel much less intense in Street mode. Sport mode was all we really needed for aggressive street riding, which is slightly sharper in its response to the throttle than Street mode.
The same “precise responses” relates to the handling. This bike goes exactly where you point it without hesitation. It is not nervous at all, just responsive. The handling inspires confidence. It can do what many smaller, lighter bikes can do, such as trail brake up to the apex and change lines mid-corner without much fuss. The handling reminds you of a smaller, lighter bike.
But you want to know about the new semi-active suspension, don’t you? In short, we were impressed. When electronically controlled suspension systems started showing up on production bikes roughly 10 years ago, they didn’t always work particularly well. At the time, my personal preference was for a well-designed manually adjustable suspension system. I recall comparing some earlier electronic systems provided by Ducati and KTM, and I thought KTM had their system sorted out better than Ducati.
The WP semi-active suspension system found on the new Super Duke R EVO is a latest generation design that, in our testing, worked seamlessly. It had the responses and feel of a well-set-up manual system, with the added huge advantage of almost infinite adjustability. In our (somewhat limited) testing, everything from the Comfort setting straight through to the most aggressive track-focused settings moved in a linear fashion through stiffer and stiffer compression, coupled with appropriate rebound damping.
My son Evan and I tested the bike sharing a similar setting with the automatic preload enabled. This kept the rear ride height in the same range for both of us even though I am roughly 30 pounds heavier than Evan.
This is the flagship sport bike offered by KTM at the moment, even though it is a naked. It provides an excellent TFT display and the usual, intuitive control of the myriad of settings available through buttons adjacent to the left hand grip. Cruise control works well, and you can even have a heated seat and grips.
It was interesting to have Evan along for several hours of testing because he is both an excellent rider and the owner of a KTM 890 Duke R, which is currently MD’s favorite machine for attacking a tight, twisty road. Here is exactly what Evan wrote to his editor father when asked to comment on the new EVO:
Duke 1290 thoughts:
– Quick shift, and transmission in general, felt extremely smooth.
– I think you and I were using the exact same suspension settings and it felt very good to me, so I guess that smart suspension stuff was working well?
– I didn’t use them much, but was impressed at some of the comfort/convenience features it had, e.g. cruise control, and that customizable switch that can take you quickly to frequently used menus (and did it have heated seats/grips?). I’m not sure if that sort of stuff is standard on a lot of bikes but I haven’t seen it on a ‘sport bike’ before.
– The motor obviously is fantastic. It was extremely easy to ride for how powerful it is. In race/track mode, the burst of power right off idle was pretty intense, but smooth.
– It felt lighter and more nimble than I expected.
Compared tomy 890 R:
– Quick shifter is leagues ahead of mine.
– Heavier & harder to flick around, but not as much as you would expect.
– Obviously faster, but did not feel usably faster in the tighter canyon roads we were riding.
– Like my 890, it’s very quick and rideable keeping it in 3rd gear and mid-revs, but it’s a lot more fun revving it out a bit – I think around 5k is where it really starts to feel vicious.
Does the 1290 Super Duke R EVO provide more engine performance than you can typically use on the street? Yes. Does the 1290 Super Duke R EVO provide more engine performance than a non-expert can typically use at a track day? Yes. Does the EVO provide more usable power on the street or track for most rider skill levels than a high-revving, four-cylinder, open-class naked bike? Yes, in our opinion. Would most riders be quicker, on street or track, aboard an 890 Duke R? Yes.
So this bike may be overkill from a performance perspective for many riders. Not any more so, perhaps, than other open-class nakeds. Indeed, the bike is very predictable, and usable on the street … with power reserves that are generally more than what is needed or necessary. Those power reserves are there for the exploitation of more skilled riders, but also for adrenaline junkies who want to twist the throttle to the stops now-and-then (don’t forget to leave wheelie control operative) to experience sensations that are quite rare aboard a street legal motorcycle.
The 2022 KTM 1290 Super Duke R EVO is priced at $19,599. Take a look at KTM’s web site for additional details and specifications.
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