It’s morning, we are not awake, our eyes are narrowed, no bowl or cereal in it, the stock of pomegranates to start the fire is empty. But here’s an Austrian mix to boost your energy. Take two good pistons, like 650 cc each.
Otherwise, the 1290 Superduke R will take on the game of madness. Since its beginnings, it is motivated only for that. What if we did worse for this new generation?!? Ah ouuaaiisss !!! More horses, a lighter frame, more neurons and less calm. Gone are the days of rusks; it’s time to spray some jam.
The Superduke has become more vindictive than ever. Stung to life by fiery competition, the most powerful roadster currently on the market …. is no longer. The Ducati Streetfighter V4, Kawasaki Z H2 and MV-Agusta 1000 Brutale came to dislodge it from the top step. Should she be angry to be now at the foot of the podium ?
But not at all. It retains the title of most watted twin-cylinder roadster. Maybe the new queens have some big numbers to go, but with 180 horsepower from its 1301cc, the Katoche has plenty to teach many people. This stud remains impressive, too certainly, exhilarating and phantasmagoric in absolute terms. It’s a little more than the last time, for the sake of the sensations and the rage of the pistons.
Engine manufacturers have reviewed a lot of things, such as the injectors, the oil circulation, the ignition coils, the air intake, the intake valves (the use of titanium saves 19 grams compared to steel previously), the resonance chambers of the cylinder heads, the water pump and the gas passage (60 mm) at the level of the exhaust manifolds.
This gives 3 more hp in the boiler, passing through a 6-speed gearbox somewhat optimized for smoother and faster passages. Bonus: 1.5 kilo of grappled for this pyre full of sulfur, coal and saltpeter, to be used without moderation but with some precautions. Like a big experiment for example.
However, this is not where the main changes to the 1290 Superduke R take place..
KTM cut in the fat, without denying the highly aggressive line of its "Beast". Tank and sheared shoulders have taken on presence, the exhaust line is completely new, a little bit of a scalpel at the level of the face, a rear frame redesigned in composite to lose pounds. Ciao the secondary steel mesh, bye bye for a few hundred grams. In this line of weight gain, KTM has lightened some crankcases, adopted new slimmer rims, and … very seriously revised the frame of the Superduke. A surprising mix of new design and new identity for the assembly of Matighoffen-style steel tubes. The result promises to be a winner on all fronts.
Much more minimalist, the structure is shaped with fewer tubes but larger diameter and thinner. It uses the engine as a supporting element. The benefit is twofold: two kilos less than the previous frame / three times more torsional rigidity. On the ex-Superduke, it was nothing like a piece of marshmallow. Obviously the tension in the spine goes up a notch.
Such a renewal gives carte blanche to many peripheral elements. The single-sided swingarm jumps at the occasion, lengthens, and anchors itself closer to the gearbox output pinion. This plus a wheelbase increased by 15 mm augurs well for more stability and traction..
Then come the suspensions, as always from White Power. The inverted 48mm fork and monoshock feature Apex technology. They are lighter and more efficient than their predecessors. Given the level of sportiness of the machine, it is understood that everyone can be adjusted in all directions – the rear element can even adjust its compression in high and low speed.
Hey, the Brembo Stylema calipers … Yes, the big Brembo top … How much weight will they have to stop now? How much she lost ?
Well, a good package. She’s been smiling since her 189 kilos, because it’s 6 less than the 2017-2019 model. A good ratio for the hyper-roadster, not far from that of a hypersport.
Take a closer look at its monobloc 4-piston calipers ….. Monobloc fixing; 320 mm discs; this is serious ; it’s beautiful ; we want it to smell hot …. But what is this piece of cable ?!?
Obviously, ABS. Where was my head. Of course, it’s not just him at the party. Digesting 180 nags at KTM, or Ducati, or Kawa, or at everyone’s now, it’s under the governance of a plethora of microcircuits. When the power rushes into the 200mm wide Bridgestone S22, it will first have received authorization or even regulation of traction control, which allows three different levels of wheel drift..
The presence of a 6-axis inertial unit makes it possible to refine the electronic response of the on-board assistance systems. They have all been revised to offer more smoothness and efficiency. Three Driving Modes (Rain – Street – Sport) supervise them. Or two more if you type in the options, Track and Performance. The details of each are at the bottom of the sheet. There is also optional MSR engine slip regulation, an adaptive brake light, and some odds and ends at PowerParts.
Let’s get out of this spoke to return to the standard equipment, where a cruise control, an anti-wheeling, an anti-lock braking system sensitive to the angle and equipped with a Supermoto Mode deactivating the rear brake, an Up shifter await.&Down, the ATIR function to stop the flashes after 10 sec or 150 meters, LED lights complete with daytime luminous hooks, keyless start, tire pressure monitoring, a new generation 5-inch TFT screen and Bluetooth connectivity to enjoy the KTM My Ride app. Convenient to manage music and smartphone calls. But hey, frankly, riding such a missile, there is better to do ;-).
Like grabbing the handlebars, waking the beast, putting the brain in accelerated mode and feeling the machine growl. On the left, the revised commodo is well loaded. Almost a control-gamer, very suitable given the number of functions to control. With Track Mode, it is possible to program two buttons to access a function or setting of your choice with one click.
Ergonomics remain, with a nervous driving position that can be modulated with the handlebars adjustable to 4 positions or the footrests that can be anchored on two levels.
The hyper-roadster clan has grown tremendously. A Z 1000, a CB 1000 R or a GSX-S 1000 cannot claim it as the step has become high. The entry ticket is 160 horsepower minimum – Once in the ring, it takes another 50 hp more to become the king. Where is this KTM Superduke 1290 R? Over-motivated. The sandwiches are exploded, the coffee is far away; yet, with it, it is boiling. With more watts, a better power-to-weight ratio, a new chassis and a sharp design, the Katoche is a pure threat to the road. On the track, a voracious one in the making. In the pognes, a piece of C4.
M.B. – builder media
Rain mode is the natural setting in wet conditions and induces maximum traction control, ultra-smooth throttle response and lower power, which helps maintain good contact between the front wheel and the ground.
As the name suggests, Street mode is suitable for normal road trips. To maintain good control on the road, you need full power, default throttle response and limited traction control for skating..
Calibrated for bolder runs, Sport mode intensifies control of the throttle, slightly reduces traction control, and allows the front to lift up under hard acceleration. The last mode allows of course to release all the power of the engine.
Track mode (optional)
To achieve true racing behavior, the optional Track mode allows the rider to customize certain functions to suit their driving style, such as the level of slip allowed by the traction control or the ability to deactivate the anti-wheeling..
Performance mode (optional)
Riders retain the ability to adjust throttle response, wheel spin and anti-wheeling, while retaining typical road functions such as cruise control and KTM MY RIDE.
What you must remember
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Superduke 1290 R 2019
Model marketed in
sup 250 km / h
The technical aspect
2020 KTM Superduke 1290 R
- Tank: 18 liters
- Wheelbase: 1497 mm
- Dry weight: 189 kg
- Train before
- secondary by chain
- Rear axle
(108 x 71 mm)
at 9,500 rpm
at 8000 rpm