2017 KTM 1290 Super Duke R First Ride Review

I have a vivid memory of the first time I rode a KTM 1290 Super Duke, in 2014, exiting fourth-gear corner with the front wheel clawing at the sky. I rode the rear brake, tucked in as much as I could, and the front end gently floated to the ground, the engine still roaring like the king of the jungle. The speedometer showed 111 mph and I laughed out loud in my helmet. That thunderous engine—it's unforgettable to anyone who has used it. I can only assume a KTM engineer came to some threatening agreement with the gods in order to harness the insane power of this V-twin. It pulls from a well of torque that most bikes only dream of, and hits with a top-end rush that will match all but the fastest superbikes. I'm not sure how humanity will pay for its sins, but I do know that very few motorcycle engines have ever held a candle to KTM's 1.3-liter LC8.

The NASA-level thrust on tap has been a Super Duke trademark since the 1,301cc powerplant debuted three years ago, and despite a few updates intended to clean up tailpipe emissions the engine feels approximately the same amount of insane (very). But to get a grasp on what makes the 2017 Super Duke R different from its predecessor, it's best if we back up. Specifically, to KTM Motorcycles' brief street test of the new Super Duke, which took place in the city of Doha, just south of the Qatar MotoGP circuit. Cruising around suburbs for a morning told me all I needed to know about the new Super Duke: It is still an excellent street bike.

Walking up to the Super Duke, it’s hard not to notice that the angular, exoskeletal styling has gotten even more bold. Plastics have been removed from the subframe and the headlight is one of the most bizarre I’ve ever seen on a production bike. Love it or hate it, it’s a statement. Once in the cockpit the full-color, TFT dash is all you can see. I’ll admit I miss the classic sweep of an analog tachometer, but the truth is it has never mattered what rpm this 75-degree V-twin is spinning—there’s power available, and lots of it. The quickshifter is another obvious update, working both ways through the transmission. I found myself using the clutch sometimes, because I like it, and the Super Duke’s quickshifter feels more like a performance system meant for higher-rpm track work than an around-town comfort. Still, your left hand might get bored if it weren’t for cruise control, now selectable via a switch atop the left switchgear. One pull to turn it on, another tap to engage it, and you’re cruising, anywhere between 38 and 120 mph in third gear or higher. The 1290 also moves further into the technological age with fancy new features like a key fob system that lets you leave the key in your pocket while riding, and Bluetooth connectivity to that TV-screen of a dash.

Last of the noticeable ergonomic updates is a handlebar that’s 20mm wider, 5mm lower, and 18.5mm farther from the rider. That means a riding position that’s canted forward more than before, but even stretching the reach nearly an inch doesn’t make the new Super Duke feel much more aggressive. The seat has “updated graphics,” according to KTM. I read that as saying it’s got a new cover material, but the structure is largely the same. And that’s exactly how it feels. Good news, I say, because the Super Duke has always been the most comfortable of the super nakeds for my 6-foot-2-inch self. As far as the slightly updated suspension and switchgear (see captions), they embody what the 2017 Super Duke has become in my opinion: a slightly better version of what was already an awesome machine. It’s comfortable, ultra easy to use, the brakes are stellar, the throttle response is smooth, the mirrors actually work...I could go on. It feels every bit as well built as a luxury naked bike should.

Which brings us to the only legitimate rub against the 2014-16 Super Duke R: track ability. That bike never felt entirely at home on a closed course. Lots of linear power, sure, but the traction control was ineffective and unpredictable and the suspension was too soft to let it tackle corners as aggressively as bikes like Aprilia’s Tuono V4 and BMW’s S1000R. Aside from the sportier handlebar and quickshifter, KTM put a lot of effort into an additional ride mode for the 2017 Super Duke R (adding to Sport, Street, and Rain): Track. In this new mode, the traction-control system is more advanced and is also adjustable to nine different levels of intervention, which you can do on the fly. Plus, wheelie control can be separated from TC, and the throttle response can be tailored within the mode without changing TC or ABS parameters.

After a session to learn my way around Losail, I played with the different levels and found immediately that the new system solves the loss of grip much quicker and more smoothly than the previous bike. TC levels 7 and 8 are both very conservative (9 is suggested for rain riding), but by the time I got to slip level 4 or 5 I felt the rear tire letting go noticeably before the electronics would step in. The lowest level I experimented with was level 2, which allowed big enough slides that I chose not to try my hand with TC off. Most importantly, the system intervenes gently and lets the bike keep driving forward. It’s much more performance oriented, and is a huge improvement for track riding.

The slightly stiffer fork springs and updated valving in the shock are technical improvements for sure, but the bike still feels soft compared to a Tuono or S1000R when the aggression is turned up. Overall, it’s a big step forward—even if it bucks and weaves a little more than some other bikes the 2017 Super Duke R is more capable on track than ever, and genuinely fun to push to the limit. As for wheelie control being independent from traction control in Track mode, all I can say is I want to shake the hand of the person that made that decision. A safety net from 177 crank horsepower but also the ability to wheelie all the way down the front straight? Yes, please.

But as good as the updates are, let’s remember the real reasons to love the Super Duke. The absolute savagery of the engine is the most obvious, and that it can trundle around town as gently as you please. It chugs and shakes when you ask for a fat helping of torque, but it also cruises smoothly on the open road. If it’s not the finest engine ever used in a motorcycle, it’s in the running.

Then there's the handling. Perfectly light and useable on the street, the chassis transfers gracefully to the racetrack. The Super Duke is narrow between the knees, feels lighter than its nearly 500 pounds (expect 10 to 15 extra pounds for 2017, due in part to the Euro-4 muffler), and despite all of the edges and angles in the styling it's easy to move around on while flying around a track. It's not that surprising, come to think of it. This is the bike that won our coveted Motorcycle of the Year award its debut year (2014), then dominated as the Naked bike of the Year for the following two seasons (2015 and 2016). In other words, the 1290 Super Duke already stood as the most thoroughly excellent all-around machine in the highly competitive naked-bike category. And now it has improved.

“So,” you’re thinking, “it’s the perfect motorcycle, eh, Zack? What’s the catch?” Good question. And yes, aside from heated grips not being standard (c’mon KTM!), there is one: The base price has risen to $17,999. That’s worth a wince, I think, especially considering the previously mentioned BMW and Aprilia are each available for less than $15,000. Plus, KTM has broken out the features into two upgrade packs.

The Performance Pack gets you the up/down quickshifter, Bluetooth connectivity to the dash for phones and headsets, and MSR functionality (explained in the caption above). Simpler is the Track pack, which unlocks the Track mode and with it launch control, independent wheelie control, and the nine levels of circuit-grade TC.

KTM USA has yet to decide on pricing for the packs, but based on European pricing we can estimate $300 to $400 for the Track mode and $500 for $600 for the Performance pack. This will put a fully loaded 1290 Super Duke R in the running with Ducati's Monster 1200R ($18,695 to $18,895) for the most expensive machine in the class. Another way to look at it is that the base price of the Super Duke has only gone up a few hundred bucks, and now has updated standard equipment like cruise, a color dash, and keyless technology.

However you look at it, it’s a lot of money, no question. But I’d like to take a step back for a moment and evaluate the Super Duke in the scope of motorcycling. I think this machine, and its competitors, represent the future of motorcycling. Superbikes are getting more specialized and less useable as urban areas expand and two-wheeled vehicles start to make more sense as transportation. At this rate, naked machines like these will soon be able to serve 99 percent of any motorcyclist’s passion for performance while also being comfortable and practical. The Honda CB300Fs and Yamaha FZ-07s of the world will succeed in part because they work well, but also because machines like the 1290 Super Duke R exist, and give meaning and voice to the naked category. This KTM has been our vote for best naked bike for the past two years, and it just got even better.