The “big naked bike” is not a new concept. Take a powerful engine, a decent chassis, a pair of handlebars and a purposeful riding position and the result is, generally, an irresistible recipe for grin-inducing – and licence-losing – fun. Interestingly though, the early examples in the genre – Ducati's 1098 Streetfighter and Aprilia's Tuono 1000 R spring to mind – didn't really work so well. Genuinely too powerful and too lairy, most ended up being sold on quickly for something else, if they hadn't been ridden sideways through a hedge first, that is.
KTM, despite being the most dedicated bunch of crazies out there, has always managed to get the balance just right. Its original “big naked” 990 Super Duke R had just enough character and power to thrill, but not enough for the chassis to spill. Then in 2013, when the 990 evolved into the 1290 (appropriately dubbed “The Beast”), ludicrous amounts of grunt was cleverly abated with all the electronics required to keep it just the right side of manageable. Arguably, that was the all-important trick most of the others missed and each iteration of the 1290 Super Duke R has been a monumentally effective bike since.
The question is, then, why on earth have KTM bothered to build an all-new third iteration of the 1290 Super Duke R for 2020? Why fix what's not broken? Alas, Austrians don't quite think like that; they'll relentlessly re-invent, refine and tweak, and in some ways even re-imagine. Take a look at that very orange, very new frame. If it looks familiar, that's because you might've seen something a little bit like it on KTM's RC8 superbike from the late 2000s. KTM casually claim 90 per cent of this Super Duke R is new, yet this one change alone sums up the new model – it's now a much, much sportier machine than ever before.
The most appealing facet of the Super Duke has always been its thunderous personality and incredible ability to thrill. The way it previously achieved it was to mix oodles of power and gut-churning torque with a chassis that barely kept it all in check. Think big attitude, wheelies, drifts, bucking, weaving, you name it… It was as much of a handful as it was rewarding when ridden hard. Riding one was a bit like walking an unreasonably large dog, you never quite knew who was in charge.
The new chassis changes all of that, and in a huge way. It only takes a few decent corners taken at pace to notice a much more planted, connected feeling, which allows you to push harder and go faster with far less effort. Geometry, stiffnesses, thicknesses and centres of gravity have been fettled, as well as the way the rear shock unit is mounted and it all comes together in a frighteningly effective, transformative way. It's so on point that if you didn't know, you might almost think you were riding its smaller and lighter sister, the 790 Duke. It moves the 1290 Super Duke R much closer in ability and attitude to Aprilia's Tuono V4 1100, and that really is a compliment.
But KTM have not engineered the Super Duke R out of the Super Duke R. Even with a more composed chassis, it's still every bit the lunatic, bombastic machine it always was. Despite tighter emissions laws, the booming, thumping, heavy-metal soundtrack remains and the torque curve has moved even lower down the rev range via engine refinements. There's more power on tap compared to the previous generation, too: 180hp at 9,500rpm and 103lb-ft at 8,000rpm. The bi-directional quickshifter is now much faster at slotting gears into place and the gearbox even more refined. The never-ending arsenal of electronic rider aids now boasts a six-axis IMU.
Then you stop for coffee and walk around it, taking it all in. The TFT dashboard is all new, with snazzier graphics and a smaller overall size. The rear sets are uniquely height and position adjustable and the full-factory WP suspension – front and rear – is now fully adjustable in every way. A new tank, new wheels and exhaust are easy to miss, but those have all been revised, too. KTM arguably already had the most intuitive, no-nonsense handlebar controls going, yet they've been improved too: they now look like they've come straight from the cockpit of a fighter jet. Bucking the usual trend, the design is now less fussy – gone is the trellis rear sub frame, now replaced with a composite unit that'll withstand one thousand times its own mass. Quality Bridgestone S22 tyres come as standard, as do Brembo's incredible brakes. You can't help but notice it's a very high quality bike, from the quality of the fasteners to the depth of the paint job, which now comes in a Red Bull-esque dark turquoise as well as the signature KTM orange and black.
As nice to be around as the 1290 Super Duke is, there's only one direction this is all heading: the race track. What really opens up as a possibility compared to the previous generation is proper fun on closed circuit tarmac. Its new found handling manners make the job of exploring and exploiting the whole package that much less daunting when you can attack without having to err on the side of caution. “Track” mode makes perfect sense on Portimao's rollercoaster layout with a sharper throttle response, the ability to turn anti-wheelie mode off and adjust traction control on the fly. You won't be setting the fastest laps ever, but you will be having one of the wildest experiences on two wheels without having to change your pants afterwards. KTM really have hit the sweet spot and the electronics are so seamless they don't even feature in the experience as you smear rubber all over the place like a hero.
In short, KTM's new 1290 Super Duke R really is all-new, from every angle you look at it. It's more composed on the road, not at all scary on the track and that 1,301cc engine with its treasure trove of rider aids is still one of the finest internal combustion engines ever made. Clear a space in your garage and buy one.
From £15,699. ktm.com
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