Test Drive: KTM 1290 Super Duke R (2014) - The most comprehensive test

On February 27, in Moscow on the old Arbat, the long-awaited premiere of the most charged Austrian naked bike, KTM 1290 Super Duke R, took place

The company's marketers even came up with a special nickname for him, which was quickly picked up by motorcycle fans. Apart from the official name of the KTM 1290 Super Duke R, it now has another name - “The Beast”. And he really deserves to be called that.

The new flagship of the KTM naked bike family really deserves close attention. If only because you can really easily wheelie on it, do stoppies, high-charts, go through a series of turns in deep drift and show the best time on the track (of course, this requires good motorcycle riding skills).

Well, let's take a closer look at the motorcycle itself:

ENGINE

Initially, Austrian engineers were faced with a very non-standard task - to create a bike that, on the one hand, would be as driver-friendly as possible, and on the other, would have the most outstanding characteristics among naked motorcycles. To achieve the goal, the designers first began developing the power unit.

The KTM 1290 SUPER DUKE R engine is the successor to one of the most powerful and refined V-twin engines of our era - the power unit of the KTM Superbike 1190 RC8 R. KTM designers increased the displacement of the LC8 engine, proportionally increasing both the cylinder diameter and the piston stroke. Weighing just 62kg, this compact unit with 4-valve cylinder heads is one of the lightest Big Twin engines in the world, delivering up to 180PS. With. and torque up to 144 Nm.

KTM 1290 Super Duke R - Power and design in one black and orange bottle

We're going a bit overboard when it comes to color, of course - this impressive bike is offered in a variety of colors, although the signature black and orange color combination is still there. Be that as it may, it’s worth noting right away that the KTM 1290 Super Duke R is one of the most interesting big naked bikes that you can buy right now. Of course, all popular brands and models have entire clubs of fans, but the Austrians have been pursuing their line for many years, and quite successfully. An angular, ax-hewn design combined with impressive technical characteristics - that's KTM . This motorcycle will never get lost in the traffic and will never allow the driver to get bored. But such power requires careful handling! And this is not a joke at all.

What is the KTM 1290 Super Duke motorcycle in the R version? In short, this is an evil two-wheeled monster with a brazenly exposed frame, a crazy engine and perhaps the most tenacious brakes in the world. The designers did their best: following the beaten path, they rolled out to the public a bike that fits 100% into the KTM concept. Even if this motorcycle is painted pink, any biker looking at it will unmistakably recognize its Austrian roots. And this is not an accident, this is the fruit of many years of work by professional designers. And marketers, of course. But when you look at the Super Duke 1290, you immediately understand who is in charge here on the road. His whole appearance can be described as follows: aggressive, angular, daring. And the character of the KTM 1290 fully matches its appearance.

Let's take a look inside the Super Duke 1290

The first thought after boarding the motorcycle was wow, how tall! The seat height is really decent. The very wide steering wheel also seems non-standard, as does the wide, cunningly shaped gas tank, which cannot be hugged with your knees with the usual movement. The dashboard of the KTM Super Duke 1290 R was inherited from its brother Adventure 1190, as was the engine, however, the latter was significantly modified, adding not only in volume, but also in agility. The 177-horsepower liquid-cooled V-twin provides the motorcycle with such acceleration that it literally tears the steering wheel out of your hands. The 6-speed transmission works like a Swiss watch, that is, perfectly, without a single complaint. A signature KTM feature is also evident here - the first gear is very short, and with a sharp start it ends in half a second, which, in theory, can somewhat complicate slow and careful driving between cars in a dense traffic jam. But this is in theory.

The acceleration dynamics of the KTM 1290 Super Duke makes the heart release horse doses of adrenaline into the blood. Even experienced motorcyclists should be careful - from a sudden opening of the gas, the bike tries to stand on the rear wheel even in fifth gear, at speeds over 200 km/h. Thankfully, the Super Duke's brakes are up to the task. At the front there are two 320 mm discs with 4-piston Brembo radial calipers , at the rear there is a single disc with a two-piston caliper. the ABS system with several operating modes is already included as standard If you wish, you can easily turn it off, but perhaps it’s still not worth it.

Of course, there is no point in talking about wind protection on a naked bike - there is simply none, and already at 140 km/h the oncoming wind becomes very strong. But those who want comfort can buy the KTM Super Duke 1290 GT, and the R version is designed to give incomparable emotions. By the way, despite the high center of mass and generally impressive dimensions, the motorcycle is surprisingly easy to control. The KTM Super Duke 1290 seems to do everything well at once - accelerates, brakes, steers. Everything works flawlessly, and with the onset of darkness it becomes obvious that the standard light is also good. The border of light and shadow is even, and the light beam is quite powerful and at the same time directed where it is needed, and not into roadside bushes or into the oncoming lane.

The motorcycle’s suspension also works great ( 48 mm USD fork , Monoshock monoshock ), but with one caveat - they need to be adjusted to suit you, that is, to suit your weight and riding style. Without this, it's not just the KTM 1290 Super Duke's ability to handle road imperfections that will disappoint, but also its handling. And this is where some bewilderment arises - why couldn’t electric suspension adjustments be made on a motorcycle at such a price? The Adventure has exactly these, but the KTM Duke 1290 does not have them. If you please, take the tool and adjust them yourself, the old fashioned way, with your hands; fortunately, this procedure takes at most two minutes. But, nevertheless, this decision of the KTM concern looks rather strange.

Pros and cons of the KTM 1290 Super Duke R

Advantages

• Unique, recognizable design ;
• Crazy acceleration dynamics ;
• Informative and very effective brakes ;
• An abundance of dealer tuning - windshields, panniers and much more ;
• Capacious 18-liter gas tank ;
• Rich sound of the engine;
• Impressive torque from low revs;
• The standard feature is the ability to turn off all auxiliary electronics - for those who like it rougher, at their own peril and risk.

Flaws

• High cost of maintenance;
• Lack of electrical suspension adjustment;
• Too hard standard tires from Dunlop;
• Due to the short rear fender, dirt flies from the road onto your back (the problem can be eliminated by installing a special plug or rear fender extension).

Similar models

• BMW K1300R . The pinnacle of motorcycle evolution from Bavarian designers, with a very original appearance and a very impressive price tag.
• BMW S1000R . A more classic “big naked,” which, however, is not devoid of all those features of the brand for which BMW motorcycle owners love their bikes.
• Kawasaki Z1000. Big, bad, green (well, almost always). One of the most vicious naked bikes in character, sharp and powerful.
• MV Agusta Brutale 1090 RR . The style standard comes from sunny Italy. Expensive, beautiful, goes for all the money it costs.
• Yamaha MT-10. A stripped-down motorcycle based on the famous YZF-R1, capable of surprising even an experienced sports bike enthusiast.
• Suzuki GSX-S1000 . Compared to the KTM 1290 Super Duke R is less expensive and more flexible.

Reviews from KTM 1290 Super Duke R owners

When I bought it, I didn’t expect such versatility from it. In fact, he is good everywhere. In the city it rides calmly through any traffic jam, the width of the steering wheel is not a hindrance, the bike is controlled by the power of thought. On the track on the right tires, it takes off in professional times, the brutal torque in sharp turns steers, as it allows you to immediately pick up speed. Long-distance driving is also quite normal, I drove from Moscow to Crimea, the round trip was about 8 thousand km with on-site travel. I installed a tuning windshield, kept the cruiser from 140 to 220 almost everywhere, loaded the junk into the trunks. I don’t plan to change the engine, I don’t see an alternative to it. Ivan, Ekaterinburg, KTM 1290 Super Duke R '2016

The bike is really angry, and also sharp, even after the Kawasaki Z1000. But I got it from the hands of the already perfumed previous owner, with Power Commander, a tuned short can and new firmware, so I don’t know how it is in stock. The motorcycle is an adrenaline squeezer, it rolls so hard that it makes your eyes go dark, it handles the road at any speed on normal asphalt, but I haven’t tried to accelerate it faster than 240, that’s a shame. But Super Duke 1290 is fire! Alexey, St. Petersburg, KTM 1290 Super Duke R '2015

A very balanced motorcycle, suitable for any riding style. It rumbles and vibrates pleasantly (stock exhaust), you can get a thrill both on calm evening promenades and on the track. On the track, by the way, he can easily beat most of the sportsmen by showing the best time. In 3-4 hours, slick tires sink into the meat in such conditions, the moment is crazy, and maneuverability and weight distribution allow you to lay them up to the knee. On special stages everything is calmer, of course. The best bike in its class. Vasily, Moscow, KTM 1290 Super Duke R '2017

Total

KTM 1290 Super Duke is the optimal choice for those who do not seek compromises. If you are used to always getting the best, this motorcycle is worth a closer look. Everything about it is harmonious - character, design and capabilities on the road. True, despite the auxiliary electronics, it is still better for beginners to look for a quieter bike. The KTM 1290, despite everything written above, is still intended more for experienced motorcyclists than for beginners. Well, lovers of V-twins have little choice at all, and it must be admitted that this engine design gives the Austrian motorcycle its own unique character, which many fall in love with from the very first ride.

Specifications

CYLINDER HEADS

The superb performance of the LC8 engine, the heart of the KTM 1290 SUPER DUKE R, is due in no small part to its state-of-the-art 4-valve DOHC cylinder heads and dual ignition system. This system separately controls the spark plugs (two in each cylinder head) according to different characteristics. This increases the efficiency and uniformity of combustion. As a result, power and torque increase, the ride becomes smoother, traction dosing is improved, fuel consumption and emissions are reduced. Via DLC-coated rocker arms, two overhead camshafts in each cylinder head actuate four valves that control gas exchange through optimizedly shaped passages.

PISTONS

The KTM 1290 SUPER DUKE R pistons are borrowed from Formula 1: a short skirt with internal stiffeners ensures high durability despite the ultra-compact flat design. The piston diameter of the Super Duke R has increased by three millimeters compared to the 1190 RC8 R, but its weight, on the contrary, has decreased by as much as 47 grams. This lightens the moving parts, thereby improving engine response and optimizing its performance at high speeds. Moreover, the piston skirt has a state-of-the-art hard anodized coating that not only reduces friction, but is also very resistant to external influences, which has a positive effect on the longevity of the piston.

SLIPPING CLUTCH

The KTM 1290 SUPER DUKE R's slipper clutch automatically releases the discs when critical engine reaction torque is reached. This reliably prevents the rear wheel from bouncing during sudden braking. And as engine torque increases, the clutch automatically increases pressure on the discs, using weaker pressure springs. Thanks to this, manual control of the hydraulic clutch drive mechanism is facilitated - the lever is literally squeezed with one finger.

We have all seen and heard a lot of different enthusiastic non-Russian-language reviews about him. I will take the liberty of revealing this dark horse to the great and mighty. So who are you KTM Super Duke 1290 R??? My god is numbers, and when I saw 180 horses and 144 Nm in stock for 189 kg, I was sincerely interested. What kind of animal is this? And then the KTM dealer in Riga www.ksm.lv/ rolls out a test drive. I immediately write to a friend, a store employee, Vitalik, please sign me up for 1290R. The answer is good. Let's do it. So. Day X has arrived. Saturday. Sun. Riga. Bikirnieki route. KTM Super Duke 1290 R.

1) Appearance. Yes. He's stylish. Bright. Perceptible. Interesting. Charismatic in his own way. A true uncompromising urban bully. 2) Ergonomics. Everything is familiar. Everything is in place. Except that the KTM style ignition key is not where all motorcycles are and the gear shift paw is too small. Very short. For me, with my size 47, the motorcycle boot was frankly uncomfortable. The landing is street style, which means straight. The steering wheel turns like a sport bike. That is, it doesn’t really turn. And brazenly crawling in the traffic jams of a large metropolis, darting from row to row, can only be achieved by an experienced pilot who knows how to “roll” a motorcycle and work with the body. 3) Exhaust/sound. Everything is very clear here. Drain directly into meal. Because it sounds mmmm... it doesn’t sound. At all. PrPrPrrPrrrr and that's it. And I must, no, I must, SING!!! 4) Taxiing. I didn't notice anything earth-shattering. It steers quite sharply. No more... 5) Brakes. BOMB!!! BOMB BOMB BOMB BOMB!!! Definitely the best brakes I have ever pressed with my slightly sweaty right palm. ABS on it is a must. On a wet road, braking with these brakes is a game of Russian roulette. The force of the brush should be jewellery. The explanation is simple. 6 treasured letters. BREMBO. 6) Tarampampam!!! Engine!!! Yes. He is driving. It even crashes. In 3rd gear, it calmly moves off the gas to the rear wheel. But... The question is where? This was the biggest disappointment. The thing is, the Duke starts to go where all the IN-LINE LITER FOURs start to go. That is, from 7 thousand revolutions. And until... and until those treasured 7 thousand on the tachometer, it’s a very mediocre motorcycle, that is, it “doesn’t go from the bottom.” Damn, Duke, you are NOT a rower, and, moreover, NOT a four. Perhaps a full exhaust will add “lower end”, but it seems to me that a two-wheeler, with the volume of a modern city runabout, should ride much bolder, faster and more cheerfully... So what?.. You might say, this is typical for many motorcycles... But the fact that it’s not already At 10 thousand the red light begins to blink, as I understand it, they painted the blinker red, and the electronics cut off the cutoff. Yes yes yes... You understood everything correctly. We have 180 horses and 144 Nm in these narrow 3 thousand... from 7 to the cutoff. That is, approximately up to 10 thousand. This engine is STRONGLY lacking in RPM. Sadly. After all, you really want to spin it further in order to get the full depth of sensations, the whole range of emotions. But oh and alas, the annoying red blinker light tells us - that’s it, the show is over. There will be no more kin. Bottom line. I get the impression that these numbers are nothing more than a ploy by the KTM marketing department. They say you arrived all so stylish, fashionable, daring. You stand next to the sports and say. And I have 180 mares and 144 Nm in circumference. And in fact, it’s zilch. Numbers are just numbers. Any litrosport with more modest torque figures will easily outrun the Duke. Py.Sy. Perhaps this post will seem like a kind of “stuff” from Duke. Not at all. He's interesting. Bold. I just expected more from him. As you know, only those who don’t expect anything don’t fail...

RIDE-MODE TECHNOLOGY

Ride-Mode technology gives the KTM 1290 SUPER DUKE R rider three riding modes. To quickly and conveniently select the desired mode, there is a special switch on the steering wheel. The selected driving mode and the operating status of the Ride-by-Wire system affect overall engine response, maximum available power and the degree of traction control (MTC) intervention. In Street and Sport modes, the driver has access to a solid 180 horsepower. With. combined with intense torque dynamics and sporty traction characteristics. In Rain mode, on the contrary, the maximum power is limited to 100 hp. With. with a flatter torque curve.

​Unleash the beast

“Unleash the beast” - it was under this slogan that KTM marketers, almost a year before the start of mass production of the most “evil” naked bike in the entire history of the series, kept true fans of powerful and uncompromising motorcycles in exciting impatience. Frankly, I was also really looking forward to this device, which, apparently, was finally supposed to put an end to my eternal dissatisfaction with the insufficient power of the next “ultimate” naked bike.

Meanwhile, the Austrians were constantly adding fuel to the fire - for example, by posting a video of Jeremy Mac Williams on the network, in vain tearing up superbikes on the Ascari track and carelessly doing a wheelie on a KTM Super Duke 1290 R in fifth gear!.. It was very similar that in a motorcycle has appeared in mass production, after testing which I will no longer regret the missing power and brutality...

Due to a number of insurmountable circumstances, the editors of our publication received the motorcycle for testing only at the end of last season. By that time, almost all Russian publications had already tested the device, summarizing the reports of which, it was possible to draw a thick line with the inscription ultra, under which the pen professionals buried all possible competitors.

The dashboard of the Super Duke R is a carrier of the sacred knowledge of the Austrian secrets of the lands of Mattighofen: everything is quite readable and convenient, but the process of selecting engine operating modes, as well as the functionality of disabling ABS and MTC, could be simplified...

The reality, as usual, was quite different from the gloss of advertising and eloquent comparisons on paper. Yes, indeed, in the Super Duke 1290 R the guys from Mattighofen have collected all the best they have at the moment. The design is the apotheosis of malevolence, a bright palette of clots of political incorrectness and complete intolerance towards any opponent.

It’s probably not worth showing such a motorcycle to pregnant women and impressionable metrosexual boys. Even the recognized icon of the naked style, the Ducati Streetfighter, has a general style, in my opinion, in slightly calmer, pastel colors.

However, the pilot’s position on the KTM is not burdened by the Procrustean inquisition of sportbike standards - it is rather comfortable than sporty. And for a city motorcycle this is certainly a boon.

​

Classics of the genre from the Austrians: Brembo radial calipers at the front and a 1-piston caliper at the rear, combined with advanced Bosch electronics responsible for ABS. The only things better than mountains are mountains...

In many ways, the heart of the beast is the essence and quote of the KTM RC8R - a rare example of an unsuccessful attempt by the Austrians to master yet another road niche. Obviously, the world of “plastics” has its own old-timers and unwritten rules, which the engineers from Mattighofen failed to understand.

Another thing is the Super Duke series, first presented to the general public more than 10 years ago in the Canary Islands. Actually, it was then that I had my first close acquaintance with the Austrian naked bike, which, after a decade, raised the bar for the power/weight ratio to an unattainable height. Or the one who didn’t pick it up?..

I’m afraid that for the KTM Super Duke 1290 R not everything will be as cheerful and simple as we would like in Mattighofen. The main problem of the “beast” is not that it had a serious lack of declared power in reality, but that there is such a motorcycle on the market as the BMW S1000R, according to our measurements on a power stand, by almost 10 hp. With. superior to the Austrian...

In specific figures this is 148.8 liters. With. on the rear wheel of KTM versus 158.4 liters. With. at BMW S1000R! By the way, the BMW K1300R, a model whose history dates back even before the appearance of the Egyptian pyramids, produces 153 hp at the rear wheel. s... Why did this happen to KTM and where to look for the truth?

The question is rather theological, astral, rather than practical. Judging by the dull standard exhaust sound, which was better suited to a tired “400” than a formidable naked car with a car engine capacity, the matter of killing a dozen artiodactyls was again not without the “greens”...

AUXILIARY SYSTEMS

The unique combination of a powerful engine and a carefully balanced chassis gives the rider of the KTM 1290 SUPER DUKE R unparalleled riding pleasure with a high level of safety in all conditions. The KTM 1290 SUPER DUKE R owes its absolute predictability and high safety in no small part to modern assistance systems: Ride-Mode technology, Ride-by-Wire, Tilt Angle Sensitive Traction Control (MTC) and dual-channel Bosch 9M+ ABS.

RIDE-BY-WIRE

When using the Ride-by-Wire system, the throttle valves of the electronic injection system are actuated not by cables, but by special servos that respond to movements of the accelerator handle detected by electronic sensors. But that's not all - the KTM 1290 SUPER DUKE R's Ride-by-Wire system does more: it converts the rider's throttle input to the optimal throttle position for the riding conditions. With it, you will forever forget about such troubles as engine interruptions, sudden jerks when moving and unwanted rearing.

ANTI-TRACTION SYSTEM (MTC)

The MTC (Motorcycle Traction Control) system reacts immediately when the rear wheel speed becomes disproportionately high for a particular riding mode. This takes into account the angle of the motorcycle. In a fraction of a second, the MTC system acts on the throttle valves, gently and imperceptibly reducing engine power. The intervention continues until slippage is reduced to a level that is acceptable for the selected driving mode and current lean angle. The sensitivity of the MTC traction control system depends on the selected driving mode. In Street mode, more slip is allowed than in Rain mode, and in Sport mode, even controlled drifts are possible when exiting corners. This allows the driver to fully concentrate on the road situation, getting the most out of the motorcycle and enjoying the ride under active safety monitoring. For the ultimate rider who wants to enjoy the thrilling performance of the KTM 1290 SUPER DUKE R on their own terms, without electronic assistance, the traction control can be switched off.

TEST DRIVE: KTM 1290 Super Adventure - New standard

I must admit that from the moment I first rode the KTM 1190 Adventure, the frame of reference in defining the “ideal motorcycle” was forever lost for me. The bar was raised so high by KTM that from its height it became extremely difficult to judge other motorcycles objectively. But last spring, in Austria, after testing the KTM 1290 Super Duke R, I realized that “1190” is not the limit.

MOTOGONKI.RU, February 20, 2015 — Sitting at a table in a cozy cafe on the border of Austria and Germany, we had a nice conversation with Sigmunds and Lisa from the plant’s PR department about what plans KTM has in the road segment. “Is it possible to make Adventure... more universal than it already is? Not sure. Well, maybe take the engine from the Super Duke R. Yes, perhaps that’s exactly it - this is the ideal touring motorcycle!” - the idea was voiced... Zigmunds and Lisa looked at each other and smiled conspiratorially in response: I hit the nail on the head, the new motorcycle was already being prepared for pre-production tests.

Sketches and design sketches of the KTM 1290 Super Adventure

Multi-day testing of the KTM 1190 Adventure and then the 1290 Super Duke R in a variety of conditions gave food for thought to what exactly Mattighofen would show in Cologne in the fall of 2014, so I went into the Super Adventure test with specific expectations.

A new approach to motorcycle touring

The KTM 1290 Super Adventure is initially positioned as a sophisticated road bike aimed at tourists, for whom 1000 km a day is a “warm-up” before the second “mile” dash. The Super Adventure package has everything to provide unrivaled safety and comfort on the road at very high average speeds. Adventure in its purest form – this is what KTM says about its new flagship. An adventure in which the motorcycle is not an end in itself, but a precise and reliable tool in achieving it.

KTM 1290 Super Adventure

The history of the Adventure series began in 1992 at the Intermot exhibition with the presentation of a new engine built on the basis of two combined blocks from the 1-cylinder LC4. The design of the Bepono power unit, a powerful, torquey V2 with a 75° cylinder angle, formed the basis of the LC8 platform 5 years later. The real Adventure prototype was presented at the Munich show in the summer of 2000. The voluminous enduro was originally created by KTM for victories in rally raids and the most difficult race in the history of off-road – the Dakar rally marathon. Fabrizio Meoni was the first to highlight the special feature of the KTM 950 Adventure by winning the Pharaoh Rally in 2001 and then the Dakar in 2002, starting KTM's ongoing streak of dominant victories in these races to this day. The 2002 Dakar was a kind of test for the Adventure: the model went into production only in 2003. But, from that moment on, the KTM Adventure - all its versions (950, 990, 1190, and now 1290) - carried the sports gene .

I spent more than 30 hours testing the KTM 1190 Adventure in the Russian outback and believe that I was able to test the motorcycle in all on- and off-road conditions. Or rather, this was the goal of the week-long test, which you can read about here: Test drive KTM 1190 Adventure (2013): Roads are nothing! .

If you have any doubts that these are raw emotions, old man Simon Fourie from New Zealand will dispel them: he knows exactly what Adventure is capable of on good grippy tires - “I’m sure I could go faster. Next time I'll go 250! And the bumps, in fact, are not scary at all,” the bearded man said at the end of his video:

OK Google, give me a minute to catch my breath. How many of those who buy Adventure motorcycles go on them to travel around the world? Units. But everyone drives them on asphalt!

Before moving on to the KTM 1290 Super Adventure, I want to return to that meeting with KTM managers on the outskirts of Walz, in the suburbs of Salzburg. Do you know what exactly shocked me when I test drove the KTM 1290 Super Duke R ? The greatest pleasure came from slowly moving along country roads, when the flow of cars had already subsided, after eight in the evening. When you don’t have to drive anywhere, but want to truly relax and enjoy the nature around you and the very process of driving at 80-90 km/h. And I’m not talking about any Harley-Davidson, but about the KTM 1290 Super Duke R!.. New engine with a capacity of 1301 cc. with a power of almost 180 hp. at peak and 100 Nm of torque, available at 2000 rpm. – this is a bottomless source of goosebumps: you could ride it around Chiemsee in absolute nirvana!

To be completely happy, the Super Duke R lacked plastic and better weather protection. From the 1190 Adventure I would like more torque at the bottom and a gas tank of 500 kilometers.

Presentation of the KTM 1290 Super Adventure in Gran Canaria

Thank you, Austrian gods, your prayers have been answered!

And apparently, not only mine: in the evening, upon returning from a 250-kilometer raid through the mountains and highways of Gran Canaria, the motley international team of journalists simply beamed - all the talk was only about the 1290 Super Adventure.

Three ingredients for a good motorcycle

Having crossed the best touring bike of 2013 (1190 Adventure) and one of the brightest representatives of non-conformism in the motorcycle industry, the heavy-duty naked KTM 1290 Super Duke R (2014), Mattighofen declared the birth of his own class - Travel Sporting Enduro. The only bike that 100% fit this description before was the Ducati Multistrada 1200S with a superbike engine and active Ohlins suspension. To underscore the Super Adventure's exclusivity, KTM has incorporated into the motorcycle all the current civilian and sport-inspired designs that real money can buy.

Three things today decide the outcome of the battle for the customer: a feeling of absolute confidence behind the wheel, a smart electronics package and tires. This came from motorsports, and is now very relevant on public roads.

The 1190 Adventure has been equipped with the original MSC since 2014, and KTM plans to equip all production models with this option in a year. During tests of the 1190, a number of journalists called the MSC "the most valuable invention since the existence of the motorcycle." The noise, however, was not as little as one might expect: we remembered that the “stabilization system” has already been used by BMW Motorrad for 3-4 years now.

But MSC is much more complex than ESC.

The brake force redistribution system, together with MSC, takes braking safety to a new level: it takes into account the motorcycle’s position in space, tilt, thrust vector and, separately, wheel speed, as well as the selected piloting mode (TC). The main function of MSC is to prevent a sharp change in the vector of force application when the motorcycle is tilted, eliminating the threat of prerequisites for “lowside” (when the wheel falls off) and “highside” (with a good level of grip) by redistributing the forces on the calipers so that braking was carried out without bursts of multidirectional moments, smoothly. In reality, the motorcycle straightens up and goes to the outer trajectory of movement, leaving the initial trajectory, but this can be corrected immediately - after all, control over the steering remains 100 percent! No matter how you squeeze the brake lever, the wheels will not lock; the contact patch between the tire and the asphalt will be maintained electronically. In general, the sensations after the next “achtung” come down to a short: “What was that there?”

Test drive KTM 1290 Super Adventure

The narrow serpentines of Gran Canaria are replete with tourists driving idly and looking everywhere (except for turns) in rental Peugeots. Our “nimble” group has encountered such things more than once. But in my case, the cause of the “stop tap” failure was an elderly couple on a BMW R1200GS, who rode a little wider than they were supposed to: we almost met in the middle of a very narrow 180-degree turn in a spaghetti chain. As I descended the mountain, I had the opportunity to test the MSC and Bosch integral ABS to their full potential - the bike straightened out gracefully, rounding the "tourist" on a path slightly wider than I had originally planned. The incline was decent, although the speed did not exceed 50 km/h at that moment. But I think, in a normal situation, on my Suzuki I would have laid down there with a couple of pennies, which, in my opinion, didn’t even have time to get scared. In another situation, several pilots of our group missed the route bus No. 130 in a similar way. His driver, by gestures and facial expression, seemed to hint to us that... priority goes to the one with the wider muzzle.

Dangers? Problems? Welcome to KTM!

Still, you probably shouldn’t drive “90”, where, judging by the signs, it’s supposed to be “40”. But not at the KTM tests: after all, this is not work, this is riding for fun, which means that the principle is “Hurray, there were no casualties today!” And tomorrow I’ll show you a cool serpentine road on the west coast of the island...” Thank you, Thomas Kutruff! [note: don’t forget to put the trollface picture here]

“The system is capable of more than what the driver usually allows himself. And not everyone has the will and courage to achieve critical values ​​for it, doing things in turns and braking that you have never done before. And the main task of MSC is to insure against accidental errors in controlling a motorcycle during everyday driving,” noted before the tests Jörg Schuller, who before joining KTM raced in IDM Superbike and worked as a test pilot for MOTORRAD magazine, so is well acquainted with the “kitchen” » carrying out such tests.

A truly good motorcycle, like a good car, is distinguished, first of all, by its unobtrusiveness. If the technology is implemented, it must be honed to the extreme and intangible.

Just such a feature in the KTM 1290 Super Adventure is SAS (Semi-Active Suspension), a basic option specially developed and implemented by WP specifically for this project. The operation of the automated chassis is not easy to notice, but at the same time, the system vigilantly keeps under control the main thing that ensures safety when riding a motorcycle - His Majesty Derzhak.

WP Semi-Active Suspension for KTM 1290 Super Adventure - technical training, all the details are visible

Of all the innovations, SAS has the highest degree of implementation complexity, consisting of eight components tied into a single network (and again, connected to the main bus through its own controller - to the ECU). The left fork leg has a "simple" open cartridge - just a spring, a through valve and oil; however, this is where the guide travel sensor is installed. The right pen is equipped with a cartridge with a servo drive that regulates spring stiffness, and a solenoid valve that reduces and increases the speed of oil flow from chamber to chamber and changes the compression/rebound setting in “Live” mode.

WP Semi-Active Suspension: cutaway view of the KTM fork stay

Sectional view of active fork leg WP SAS

The rear shock absorber is equipped with its own travel sensor and the same solenoid valve for adjusting compression/rebound; The spring stiffness of the fork and shock absorber are set by the basic EDS setting from the remote control. The fork and shock absorber sensors, two accelerometers installed at the front of the bike and under the subframe, transmit a signal via the data bus (CAN Bus) to the SCU (suspension control unit) 50 times per second and receive back instructions on how to act. Essentially, the motorcycle monitors the condition of the road surface, whatever it may be, and then, based on the speed, tilt of the bike, its position in space, the selected mode, forces the wheels to press as tightly to the asphalt as possible - and safely , taking into account the data included in the SCU program.

Like the “simple” WP suspension on the 1190 Adventure, the SAS 1290 Super Adventure has four basic operating modes: Off-road, Street, Comfort and Sport. Basically, they symbolize the basic spring rate setting. Additionally, you can select the level of loading of the motorcycle: one pilot, with luggage and/or with a passenger. Thus, the Street is designed to be driven fully loaded with a fairly rigid base setting.

The difference in the operation of the modes can be felt by switching to “Comfort” with a soft spring setting: when leaving the asphalt, with the first meters of driving on gravel and stones, you feel how much harder the suspension begins to react, swallowing bumps. I drove in Sport mode most of the time, as we rarely left paved roads that required the wheels to stay firmly in contact.

Still, there was a strong feeling that no one specially prepared the KTM 1290 Super Adventure for launch into space: its element is 50% good asphalt, 30% just hard surface and only 20% off-road.

I can't say with 100% certainty that in deep sand the bike will behave in the same way as the 1190 Adventure (still, it is 20 kg heavier + 7 liters of gasoline), but we had the opportunity to go out into a small dune area on standard road tires. What to say? As in the case of 1190, it’s not my profile to dig sand, but I didn’t feel any particular discomfort when walking those 150 meters. It is imperative to switch the MTC to Offroad mode to disable the rear wheel sensor, then you can dig and not get buried.

Reinhart Schindelka, developer of the Semi-Active Suspension WP, explained to me some of the features of HIS system

When developing SAS, WP and KTM did not set a goal to protect the pilot from contact with the road, but, on the contrary, to give him the clearest feedback possible, additionally giving a couple of trump cards, for example, for emergency braking.

The SAS reaction program also includes the ability to counteract the “dive” effect - the cause of stoppie: when braking, in addition to the intervention of MSC and the redistribution of braking forces between the front and rear calipers, the rigidity of the fork and shock absorber will change - the motorcycle chassis will resist sudden “compression”.

Sebastian Sekira, designer of the KTM 1290 Super Adventure, brings us up to speed during a test ride

The chief developer of the KTM road motorcycle department, leading the Adventure, Super Duke and Super Adventure projects, Sebastian Sekira, especially emphasized that during the tests, the company’s R&D department was pleasantly surprised by the discovered “side effect” of the SAS work: “When the motorcycle went to track tests, our testers discovered “that they are unable to “cut” trajectories by compressing the fork before turns, at the same time, this has significantly improved the response and shortened the braking distance, said the Austrian engineer. “The anti-peck effect of SAS allowed us to more effectively configure the operation of ABS, and as a result, we used this feature for our own purposes.”

In technical training: The KTM 1290 Super Adventure engine differs from the Super Duke R in many details

Motorists have ruled the world for the last ten years. Engines have become much more reliable than before, they are more difficult to damage due to careless handling, and this increases the level of pleasure from the very process of communicating with technology. In the case of Super Adventure, I would like to focus on two special options that I have not previously encountered from other manufacturers (at least in “civilian” production) - this is a networked combination of MTC, PASC and MSR.

If we know enough about the operation of traction control, then PASC (a device for supporting and preventing unplanned use of the clutch) and MSR (an innovation from KTM - Motor Slip Regulation) have not yet been given much attention, because MSR is supplied as an option, and in the meantime, These are the main advantages of the 1290 Super Adventure that make it not just “Super”, but “Super-Super”.

MTC (traction control) ensures that the rear wheel does not slip due to excess power when suddenly opening the gas or driving off smooth asphalt. MSR performs exactly the opposite role, maintaining a sufficient level of traction at the rear wheel. The benefits of the device are off the charts: this is the first and main innovation in the 1290, which makes the motorcycle controllable even by a pilot who is not familiar with the techniques of torque riding and engine braking. Together with MSC, which provides control over the bike's stability during hard braking, PASC+MSR will do everything to prevent the rider from making a fatal mistake and stopping the engine.

The 1301cc 75-degree V-Twin KTM LC8 produces 158 hp. at its peak, at 8750 rpm, a torque of 140 Nm is achieved at 7000 rpm. But already from 2500 rpm. You have 108 Nm at your disposal - enough to start from a standstill in second gear and switch to 4th when the speedometer barely crosses the 35 km/h mark. You have to try hard to turn off such an engine by coasting, but with the MSR it is almost impossible to do this on purpose.

This is what a 3D mock-up of KTM's Ride-by-wire looks like: throttle valves with servos controlled by all on-board electronics

If an error is made in the operation of the clutch (the lever is released too sharply or at the wrong moment), even if you were able to overcome PASC and, despite the significant resistance of the gearbox foot, reset the gear down or, conversely, raise it up, Ride-by-Wire will come into play. : Super Adventure - for just a second - will take control of the engine, revving up or lowering the revs to an acceptable level through throttle servos.

All calculations are made by a very fast on-board computer, basing the decision on the readings of accelerometers, gyroscopic sensors that calculate the angle of inclination of the motorcycle along the X and Y axes (that is, the inclination of the road surface), taking into account the speed of rotation of the wheels... And if you are afraid of being captured by the orange droids, the factory will not prevent an experienced pilot from choosing his destiny: ABS and MTC (and with them MSR) can be completely disabled in the control panel - good luck, but... think again.

The now native MTC control panel and KTM Adventure on-board computer: everything here is exactly the same as on the 1190 and 1050

There are four modes in the MTC settings (the fifth is Off):

Off-road

designed for driving on loose soil, when the degree of rear wheel slip is high, power is limited to 100 hp. – we used it once when going into the dunes, but we didn’t really get to experiment much, I hope it will be possible during a long test;

Rain

, as the name suggests, is designed to minimize pilot errors when driving on extremely slippery surfaces (asphalt or concrete) with a maximum level of traction sensitivity and MSR while limiting power to 100 hp. – I didn’t have the opportunity to try it, although we were in the rain twice;

Street

– the mode is presented as an alternative to Sport, with maximum access to the engine’s capabilities and “a high degree of MTC and MSR involvement”; 160 hp are available, but the response to the throttle is slightly... uh... slow, and you can feel it: full throttle, count to two, take off - this is how MTC prevents pilot errors;

Sport

– all 160 hp available immediately, without delay, which is very clearly visible when exiting turns, especially when climbing up the mountains; In this mode, as with the 1190 Adventure and 1290 Super Duke R, MTC allows the rear wheel to drift briefly, but if installed, the MSR unit will prevent stalls by balancing the power flow.

Engine braking helps on descents, corners and on slippery asphalt

The KTM 1290 Super Adventure's engine braking is one of the rider's most powerful tools, making riding over hilly terrain and muddy tarmac conditions as enjoyable and safe as riding on a clean, well-warmed Spanish motorway.

KTM equips the 1290 Super Adventure with ContiTrailAttack 2K tires with an incredibly wide working profile, which could not be rolled out completely, although not only the footpegs, but also the corners of the aluminum panniers were crushed on the asphalt in turns. The sizes of the front and rear wheels – 120/70 R19 and 170/60 R17 – correspond to the choice for the “large enduro” class, plus, the engineers took into account the possibility of moving from the asphalt to the intersection, climbing over rocks and other delights. The Super Adventure uses spoked rims with tubeless tyres, wheel pressure sensors that activate as soon as the bike is in motion, and with 200mm of active suspension travel... well, jump all those curbs you want!

Test drive KTM 1290 Super Adventure: since 2015, the Adventure series has unified the platform and fastening of luggage cases; The KTM PowerGear collection has several waterproof bags, like the KTM All Elements Pack from OGIO, that fit perfectly into your rack—you don't even need a net to secure a full pack! Read more: Test drive: KTM ALL ELEMENTS PACK - New Waterproof

On a long journey

The KTM 1290 Super Adventure gained 20 kg after installing a new engine, a 48 mm automatic fork and additional equipment. The first thing I wanted to make sure of was whether the extra pounds would interfere with the former agility in turns, whether this would create additional stress when driving, or add fatigue? But no, here too, the Austrian developers have thought of everything. First of all, we changed the design of the seat, further deepening it and changing the filling. The result was a truly royal throne for long trips, with very good support for the buns and sacrum. The change in seating position - a little more relaxed, straight, further from the tank - also made adjustments to the weight distribution of the motorcycle. At first, in fast turns there was a desire to compensate for the moment of inertia and hang over, but after a couple of kilometers of serpentine it became clear that you could steer a 250-kilogram vehicle with the power of your mind - the Super Adventure turned out to be no heavier than the 1190. You don’t have to leave the “throne” at all.

Riding without hands is prohibited by the rules in all countries. But with one hand - you can! Now let the right one rest - the cruise is working!

The presence of cruise control makes it easier to travel long distances, gives the pilot the opportunity to relax the muscles of the arms, shoulders, back, change the landing position and relax without making a stop along the way, and therefore without losing average speed. Cruise control is not a revelation, but a really necessary function, well known to owners of touring BMWs. Modern ride-by-wire motorcycles use an electronic speed control system rather than a physical throttle position. In the KTM 1290 Super Adventure, it works exactly like this: the computer remembers the absolute value of the speed in “km/h” at the moment the cruise is activated, and then opens or closes the flaps using servos. We're going uphill, add gas, start descending, and turn it off.

KTM 1290 Super Adventure is equipped with cruise control: control on the right remote control

The cruise control unit is located on the right remote control, simple and clear: the round button at the top activates the function, the two keys below have the functions of setting and fixing the speed. The lower key – “Set” – records the speed you have gained, the yellow indicator turns green - we are driving without hands! “+” and “–”, respectively, add 1 km/h to the recorded speed value, and by pressing the top “Res” key, you can return to the initial value. You can disengage from cruise control by either squeezing the clutch or brake lever. If you play with the throttle, you can accelerate, then the motorcycle will gradually return to a fixed value. A striking feature of KTM cruise is the limitations built into the program: the system will only turn on if a speed of 40 km/h is reached in at least 4th gear.

The only thing I didn’t like was that it’s not easy to use the remote control while wearing leather gloves. The cruise control activation button is located so that you can't reach it, you can accidentally make an unintentional jerk forward with the accelerator or something like that. But I changed my leather Alpinestars to lightweight summer textiles, and the problem solved itself - the “stretch” was more than enough.

A feature of all Adventure engines is efficiency. No matter how fast you drive, the level of 100 km on 6.5 liters of AI-95 (Super) remained unchanged on the “1290”, although the Super Adventure is heavier than the “1190”, and more powerful, and a little faster, its plastic is better developed - The windshield is higher and wider, which means more drag. “1290” is capable of lifting a motorcycle in 3rd gear from 20 km/h; and you have to drop it to the second only on the “steps” of the high-mountain “spaghetti”.

LC8 1290 cylinder head with magnesium cover, two spark plugs and forced lubrication system

KTM explains this feature of the Super Adventure this way: the cylinder head, piston and connecting rod are the same as the Super Duke R, but the throttle body is smaller than the 1190 and even the 1050, the gears are longer, plus 6th “economical”, smooth running is ensured by a completely new crankshaft with a massive balancer shaft. The torque and power figures are impressive. Starting from 2000 rpm, the Super Adventure engine produces 10% more power than the “1190”; you don’t need to rev the engine above 6000 to move comfortably – 108 Nm of torque is available instantly, up to 130 Nm is spread across the range. After 6500, a “hurricane of emotions” begins, and at 8000 the lion rises to its hind legs, remembering that it is, after all, a “Beast”. The Super Adventure peaks at 20 hp. lower than the Super Duke R for the sake of the incredible amount of torque - what everyone expected from the 1290.

The efficiency of the new engine is obvious: the lower the speed, the lower the consumption! On half a tank we covered 250 km; This means that with 30 liters the Super Adventure is capable of 400 km or more at a pace of 140-150 km/h, and the cruise “120” could increase the potential to the desired 500 km. Now these figures are only estimates, the motorcycle has not yet gone on sale, there are no statistics on such open sites as www.fuelly.com.

But if the calculation is correct, the result is simply brilliant: there is always one gas station on the way from Moscow to Brest - an opportunity to save more than an hour on a 1000 km journey at intermediate stops! Two extra refills can be exchanged for, for example, a full meal at a restaurant - I like it.

Chips that pleasantly surprised you

Hill Hold Control (HHC) is available as an option but may be of interest to experienced riders as well. HHC holds the brake for an additional 5 seconds if the bike is on a downhill slope and then gently releases pressure. The operation of HHC does not at all interfere with starting from a standstill, even if you open the throttle immediately. When the motorcycle is loaded, leaving adjacent roads (especially dirt roads) onto the asphalt will become extremely comfortable and safe, and the risk of stalling and dropping the motorcycle will be reduced.

With ARI, forget about turn signals! Finally, KTM also uses a system for automatically turning off the turn indicators: they will stop blinking 150 m after pressing the selector. It is especially useful in front of traffic lights and forks: other manufacturers use the time of operation of the turn signal, and not the distance traveled during this time! So at intersections, the use of turn signals is carried out according to the “turn it on and forget it” principle, which is very convenient.

LCL: automatic cornering light system

The LCL (Led Cornering Lights) system is an innovation introduced in the KTM Adventure, following the automatic control of side lights. A light sensor is installed in the control panel; as soon as the light level drops (at dusk or when entering a tunnel), the electronics turns on the backlight.

Sectors covered by the cornering light system

LCL consists of two sidelights mounted on the sides, built into plastic - and this is not an option, but a basic package. As soon as the motorcycle leans in a turn by 10, 20 or 30%, one, two or all three bright diodes turn on sequentially, which illuminate the trajectory.

Sebastian Sekira especially emphasized that LCL is not a “gadget”, but a basic element of Super Adventure: “When we set the task for the designer, the trajectory lighting was included in the specification, which is why even in the very first sketch LCL is present in the design, only the position in fairing We initially did not want our gadgets to remain just “nice options”; we wanted them all to work and perform their functions from start to finish.”

The new windshield is not only wider and higher, but also much easier to operate.

Weather protection on the KTM 1290 Super Adventure is better than on previous models, which (again) underlines the bike's purpose for fast and long hauls in all conditions. For those who need maximum visibility, for example, when moving from asphalt to full off-road, it is possible to lower the windshield. To do this, just remove the glass, unscrew the mounting plate and turn it over: the windshield will immediately be 150 mm lower. In general, the windshield height adjustment is carried out on the fly, with one hand and without tools.

Heated grips and both seats as standard - everything should correspond to the Luxury class!

Where else would you like to go? To the Crimea or to Turkish Cappadocia, to the Goynuk Canyon?

Total

So, were my expectations met? — KTM product manager Diego Orioli asked me this question after completing the tests. Oh yes sir, 100%! I received a dream motorcycle that could satisfy absolutely all my needs. Drive it to the Costa Brava in 48 hours to meet the Iron Butt limit of 2,000 miles. Or twist the handle on the Munich Autobahn, competing in a mid-pace race against some AMG S63 to replenish the adrenaline batteries. Or spin along the endless serpentine road to Ronda. But there are other plans: to visit the magical non-tourist places of Turkey - Cappadocia, Goynuk Canyon; It’s high time to stop by Dimerdzhi and take a ride through the Valley of Ghosts in Crimea. And finally, still get to the top platform of the Matterhorn, where cars are not allowed - there is no road there. Super Adventure can do all this.

I have no doubt that KTM's debut in MotoGP will be successful. Typically, before bringing new technologies to the road, manufacturers spend years developing them in the Grand Prix; but with KTM it’s the other way around – we use these technologies in everyday driving! I will never again ask the question, “what else could be better?” I just want KTM to surprise me next time.

Pros: + super-torque and super-smooth engine + huge fuel tank 30 l (there is an additional option - 42 l) + wide and soft seat with excellent lateral support and heating + cruise control + electronics package, which has no analogues on the market + the safest and smartest brakes in the world

Cons: - inconvenient to use the cruise control remote control with thick leather gloves - price (in the USA MSRP is set at $20,499; in Russia it has not yet been announced)

KTM Power Wear equipment, SCHUBERTH C3 PRO helmet and Alpinestars SMX Plus motorcycle boots were provided for testing by an official KTM dealer.

Photos and videos: Kirill Chernyshev, Francisco Montero and Sebas Romero

ANTI-LOCK BRAKING SYSTEM (ABS)

The KTM 1290 SUPER DUKE R motorcycle is equipped with a two-channel Bosch 9M+ anti-lock braking system, which, unlike analogues available on the market, provides a very short braking distance with optimal controllability. The system modulates brake pressure to prevent wheel locking and minimize the risk of rolling over the front wheel when braking to a stop on a non-slip surface. The traction control system also intervenes - with a slight delay during sporty driving or immediately, depending on the selected driving mode (Sport, Street or Rain). For racing purposes, the anti-lock braking system on the front and rear wheels can be switched off. In Supermoto mode, only the rear wheel is freed from the intervention of the anti-lock braking system.

New frontier

Nevertheless, despite the obvious lack of declared numbers of artiodactyls, the KTM 1290 Super Duke R is the most interesting and charismatic motorcycle from a whole host of ambitious new products that I have been able to test over the past decade!

The formula for unconditional success and precision handling from the Austrians is as follows: a proprietary frame made of chrome-molybdenum pipes, WP suspensions with a full range of adjustments, a sea of ​​electronics responsible not only for the operation of ABS with the traditional participation of one of the best specialists in the world in this field - the Bosch company, but also for the operation of traction control (in the Austrian refraction - the MTS system), and three possible engine operating modes.

This entire system, assembled by specialists from Mattighofen under the abbreviation KTM 1290 Super Duke R, today gives the effect of the most “sharp” and controllable motorcycle on the market of “naked” cars!

Without a doubt, now the KTM 1290 Super Duke R is an exclusive naked bike in numerous respects, against whose background even some sportbikes may seem like very sad cows for which the slaughterhouse is crying...

The situation when expectations do not coincide with reality is not only a specific problem for a truly outstanding Austrian naked bike, but also a completely ordinary life option. Which, however, in no way detracts from the advantages of the KTM 1290 Super Duke R.

I am sure that in the hands of competent specialists who are able to get rid of the “ecology” and fully unleash the enormous potential of the LC8 installation, the Austrian naked bike will easily be brought to the stated characteristics - and it will be a completely different motorcycle. In the meantime, other things being equal, there is a more powerful competitor on the market, with similar curb weight and handling characteristics.

Nevertheless, for myself I would choose... KTM. Unlike many of its counterparts, this motorcycle has charisma, character and style - qualities that cannot be sold for money. They either exist or they don't. And the guys from Mattighofen definitely know some secret... /

STEERING DAMPER

In principle, the incredibly stable, precision-built KTM 1290 SUPER DUKE R does not need a steering damper.
But when a motorcycle with a 180 hp engine. With. speeds down the road, the load on the front wheel is significantly reduced, and a pothole or uneven road surface can cause strong kickback in the steering wheel. Therefore, for safety reasons, the KTM 1290 SUPER DUKE R is equipped with a reliable and sensitive steering damper from the WP Suspensio brand . On this note, I do not end the review of the motorcycle. To be continued