The KTM 1290 Super Duke R is hardly sleek. His brute power has its fans, but the saying about him could not be more true: “If you have strength, you don’t need intelligence.” However, with the 2020 model codenamed “The Beast 3.0,” KTM has focused its efforts on making the beast more noble.
KTM 1290 Super Duke R 2022
The KTM 990 Super Duke first appeared in 2005, and the R version was already two years late. However, these were still flowers: the real Monster, the 1290 Super Duke R of the first version, based on KTM’s 1301 cc LC8 engine, appeared in 2014 and immediately became legendary. Like any legend, he left no one indifferent: they either loved him or vice versa.
In 2022, KTM's most powerful engine has undergone a number of modifications, both mechanically and electronically. This is how the Beast 2.0 was born, and three years later, KTM gathered the world motorcycle press and invited them to test the new KTM 1290 Super Duke R on one of the most difficult tracks in the world. According to company representatives, it is this kind of track that will allow the new KTM 1290 Super Duke R 2022 to reveal its new, sophisticated manners.
Engine
The Super Duke R's engine is still an LC8 V-twin, still displacing 1,301cc and 75 degrees like its predecessor. But this does not mean that he remained the same. The goals of the 2022 revision were to flatten the torque curve and reduce weight. With a claimed increase of 3 hp at the crankshaft, the LC8 now produces 180 horses - turning into approximately 160 at the wheel. But the main conversation here is about traction: KTM claims a peak torque of 140 Nm at 8000 rpm . Even better is that good thrust values are available at the bottom and in the middle of the rev range - about a hundred Nm already at 3000, 120 at 4500 and a smooth increase to the maximum. Yes, with such numbers you have to be careful with the throttle!
Super Duke R engine
The goal of reducing weight was that every part changed in the 2022 version should be 5% lighter, and in the case of the engine we are talking about a whole lot of parts. For example, the dimensions of the stiffening ribs were reduced to a minimum, and this alone allowed saving 800 grams of engine weight. The routing of the oil lines in the engine was also changed, due to which both weight and friction losses were reduced. And finally, the new cooling pump is also lighter than the previous one.
The monster KTM 1290 Super Duke R breathes through a new airbox with a volume of 2.8 liters larger, which uses the principle of inertial charging. The gap between the headlights now captures airflow into a mesh-covered intake, and the new air filter arrangement provides improved air purification by allowing large particles to settle at the bottom of the chamber.
New top feed injectors provide improved fuel atomization at high rpm. To comply with Euro4 (and later Euro5) environmental standards, the exhaust system is equipped with two catalytic converters. The exhaust pipes have different diameters (54 mm front and 60 mm rear) to create the same resistance to the escape of gases at different lengths (the rear one is longer). And despite the additional weight of the second catalyst, the total weight of the steel exhaust tract was reduced by 1 kg.
However, traction must not only be generated, but also delivered to its destination. The gearbox of the 2022 KTM 1290 Super Duke R is manufactured by Pankl Racing Systems. It has a shorter and lighter foot, and this is felt every time you press or lift the foot. At the same time, its length is adjustable, and an extended version is available. Finally, the new clutch plates provide more complete release, which KTM says is important at low engine speeds.
Chassis changes
The new Super Duke R frame is 2kg lighter. But what's more important is that it delivers better handling, which is sharper both on the track and on the road. KTM says it has tripled the torsional rigidity of the new cage frame, which uses the LC8 body as part of the load-bearing structure. The head angle has increased from 24.9 to 25.2 degrees, and the trail remains at 106mm. And the yoke, which has become 200 grams lighter, is now positioned 3 mm further, providing improved feedback for more precise steering. Additionally, the engine has been raised 38mm in the frame, resulting in a higher center of gravity and sharper cornering and mid-corner handling.
2020 Super Duke R Frame
The Super Duke R's single-sided swingarm has also become lighter, yet stiffer by 15%. Interestingly, the arc that was on the top on the previous version has now been moved to the underside of the swingarm, and to reduce squat during acceleration, the swingarm axis has been moved 5mm higher on the motor housing.
Given the scale of work carried out on the chassis, it is not surprising to learn that the WP suspensions have been completely updated for 2022. The WP Apex 48 open cartridge fork has adjustments for compression, rebound and preload, with compression and rebound smoothing occurring in different seatstays.
The WP Apex monoshock has separate settings for smoothing fast and slow compression, as well as rebound, and the preload is adjusted by a remote adjuster using hydraulics. We also mention the new lever on which the shock absorber is mounted, which increased the shock absorber travel from 54 to 70 mm. A longer stroke allows better smoothing out of bumps because more oil passes through the valves, and in addition, this solution prevents overheating of the oil, which leads to poor suspension performance. And with all this, the WP pendants saved another 200 grams of weight.
WP Apex monoshock
The wheels, tires and brakes are also worthy of attention. The wheels, in fact, are new - stronger and lighter than the previous ones, made of aluminum alloy, shod with Bridgestone S22. The S22 rear was created as part of a collaboration between KTM and Bridgestone. This particular rear wheel design has a softer frame, which provides more grip thanks to a larger contact patch, which is especially useful when the Super Duke R comes out of a corner. Brembo brakes also help curb this beast: a radial master cylinder and excellent Stylema calipers, which save as much as 90 grams compared to the M50, on 320 discs.
The subframe is now aluminum, similar to the same unit on the 790 Duke, but thanks to the partial replacement of elements with carbon, 1.5 kg are saved on it. The body kit elements of the KTM 1290 Super Duke R are made of variable thickness: the central part is thinner, and the edges and ribs are thicker to increase strength. The body kit's sweeping design isn't just for looks: it also creates downforce at high speeds.
And one more change in the design, somewhat ambiguous in my opinion: the new shape of the tank allows the rider to better hold on when braking, but at the cost of almost two liters of volume. Although most likely it’s also due to the enlarged airbox. The total tank volume is 15.9 liters.
Technologies
Electronic assistants carry the same names, but their implementation in the 2022 model has been completely redesigned. I won’t explain the purpose of the Rain, Road and Sport driving modes, I will only say that there is a power limitation only in Rain, otherwise they differ in the aggressiveness of the fuel maps and the degree of traction control intervention. And yes, you (I hope) noticed correctly: there is no longer Track mode on the stock 1290. This customizable mode (with the ability, for example, to adjust the traction control on the fly using the buttons on the left remote control, the ability to turn off the wheelie control and control the Supermoto ABS mode) is available as an option in the Track Pack.
If you want a bi-directional quickshifter under the simple name Quickshifter+, it is available as another option. Personally, I think these options should come stock, because it's a little disappointing to shell out for a top-end bike only to find out that it's missing a couple of useful and modern features. The good news is that the Track Pack and Quickshifer+ are also available as part of a single Tech Pack, which can save you a lot of money and also get engine braking control (MSR) and an adaptive brake light that automatically flashes when decelerating.
Even if you're not going to the track at all, at least consider the Quickshifter+ - it's quite noteworthy compared to last year's model. Upshifts are now almost imperceptible, and downshifts are completely unnoticeable, up to the point where you can safely enter a turn on the track with your knees, while simultaneously downshifting.
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.
KTM 1290 Super Duke R 2022 On the roads
I gladly took part in the road part of the press ride in the morning, and in the afternoon I also got to the track part. The weather was quite unpleasant: fog and slight drizzle, almost zero visibility and slippery asphalt. In short, you don’t really want to go down an unfamiliar road with a lot of turns. True, such conditions allow you to fully appreciate the traction nature and smart on-board electronics of the motorcycle. Turning on Road mode, we hit the road.
In conditions where clumsy handling of the throttle - whether to open or close - can lead to a breakdown, I easily squeezed out exactly the acceleration I wanted from the motorcycle, and it never backed up or did anything scary. The Brembo brakes provided excellent stopping power and performance, even when I was wary of some corners. The Bridgestone S22 tires never lost grip, despite wet asphalt.
Over time, the fog cleared, the road dried out and made the ride more fun. But the dry asphalt that greeted us turned out to be quite uneven. The suspensions are rather harsh, but in general they coped with all but the most terrible bumps and holes. What about the handling of the new chassis? Yes, the Super Duke R turns in faster, and this is especially noticeable in S-turns. It has become much easier to change the trajectory in a slight incline, and unlike the previous model, which tends to go wider when trail breaking, the 2022 1290 not only holds the trajectory, but also responds perfectly to braking in the middle of a turn when you need to reduce the radius . And finally, the higher swingarm axis also makes a difference: the bike doesn't try to straighten up when opening the throttle when exiting a corner.
The slightly more aggressive stance is still comfortable for long rides, and the speed alone determines how much the oncoming air flow will interfere with you. KTM has chosen an excellent foam composition for the seat, combining density for comfortable body movement and softness for everyday riding. The footpegs are positioned very well, and those who need them to be higher and further back are in luck, because the footpegs are adjustable relative to the upper fasteners.
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.
Super Duke R 2022 On the track
Our track day consisted of six 20-minute runs with about 10-minute breaks in between. As I already said, the track was chosen very well: on it you can evaluate taxiing, the elasticity of the engine, and the effectiveness of the braking system.
Super Duke R 2020 On the track
Of course, we tested the Super Duke with Track Pack on the track, so the Track riding mode was available. In it, I set the fuel map to Road, set the ABS to Supermoto mode, and turned on Wheelie control. I don't think you understand why I installed such a fuel map. Most of the riders I spoke to rode the Sport Map, and I was a bit self-conscious about my choice until I spoke to one experienced rider who said he also rode the Road Map. Why? Yes, because in this version the engine responds more softly to opening in a turn. Although there were no problems with the Sports Map, I am one of those who prefer smooth movements, and the Road Map completely suits my tastes.
The track is an excellent mixture of tight hairpins, fast bends and constantly changing heights. All this beauty allows you to experience both acceleration and braking both uphill and downhill. What are blind turns worth? Just great.
But we talked about the nature of the engine. I would have preferred a slightly more even thrust pattern, but overall the engine is very manageable. With such a wide curve, almost any corner can be driven without shifting. Or, for example, a slight upward movement of my left foot - and I enter a left turn, in which I would no longer be able to shift if I was leaning over, and I don’t have to rev the engine.
Coming out of corners where the previous Super Duke R would have struggled to straighten out, the improved swingarm geometry and excellent Bridgestone S22 rubber kept me firmly on the line I'd chosen. I especially want to praise the tires: this is a road model, but it withstood a full day on the track under considerable load. And even at the end of the day, already battered, she still performed her tasks perfectly.
KTM's work on the chassis has not been in vain. Where the previous generation tried to straighten up when trail-breaking, the third version of the Beast does nothing similar. On the contrary, you can safely (but carefully) use the brakes right up to the apex. This is especially noticeable in one particular corner on the track - as you approach it you go downhill, then the left turn goes over a hill, which brings the track to the right, and as if that weren't enough, as it exits the corner its radius decreases. Brembo brakes allow precise modulation of braking right down to the straight section at the exit.
The acceleration of the 1290 Super Duke R needs to be felt on the track to be fully appreciated. The long right turn before the long straight starts with a downward slope, and then, on the contrary, goes uphill. And when it goes straight, the track levels out, and here you find out that the Super Duke R is capable of lifting the front wheel even in fifth! At the same time, you feel a very strong wind - at a speed of over two hundred it literally presses the helmet to your face so that your vision blurs.
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.
And during the breaks
The 10-minute break between rides is barely enough time to rest and recover, but each time I was back in the saddle with joy and anticipation at the end. What makes this KTM so attractive? Just because its suitability for the track doesn't make it any less enjoyable as a road bike. The suspension is relatively stiff, but not to the point of discomfort. Track-worthy traction also excels on mountain roads. The only thing you might not like about it is that the stock version is insufficiently equipped for the top model in the line: not including a quickshifter in the kit is a real crime, so the buyer will have to immediately prepare to buy the Tech Pack.
And then all that remains is to decide whether it’s black or orange!
Major weight loss
One of the main tasks that the creators of the new model solved was the total lightweighting of the motorcycle. According to the manufacturers, almost 90% of the third generation Super Duke R has been revised.
The dimensions of the stiffening ribs have been reduced as much as is realistically possible! And with this simple technique, the engine became lighter by as much as 800 grams! Next, the layout of the oil lines in the engine changed. Because of this, it not only became lighter, but also eliminated some friction losses. Even the cooling pump is not so weighty now.
The exhaust system has lost a kilogram. The gearbox, manufactured by Pankl Racing Systems, is not only lightweight, but also has a short throw. Speaking of the gearbox, there is the possibility of adjustment and access to a longer stroke.
The frame lost a couple of kilos and the traverse lost another 200 grams. Lightweight aluminum and carbon subframe. The central parts of the structure are thinner than at the attachment points and on the ribs. The motorcycle has noticeably lost weight. Now his dry weight is 195 kilograms.
“The mass of a motorcycle - what can it be?”
Wheels, tires, brakes
You have already noticed that the words “new” and “light” are applied to almost any part of the motorcycle... Therefore, the principle is the same here. Bridgestone S22 tires are the result of a joint effort between KTM and Bridgestone. The point is that the rear wheel has a softer frame, which has a positive effect on the contact patch and maneuvering when exiting turns.
“Motor tires - what is the difference with a car tire?”
We immediately see cast five-spoke aluminum alloy wheels. The front brake is a 320mm disc with Brembo 4-piston monobloc calipers, while the rear is a 240mm Brembo twin-piston fixed caliper. due to this particular system - minus another 90 grams of weight.
Frame, swingarm and handling
KTM said that by lightening the frame, torsional rigidity has been increased. An interesting fact is that the engine itself is part of the supporting structure, which is now three times stiffer than the previous model.
Due to the fact that the engine in the frame was raised by 38 millimeters, the center of gravity became higher.
The angle of the steering column has increased, and the yoke has moved forward by three millimeters. Traill remained unchanged. But they are already saying that in turns such innovations only benefit the pilot.
The single-sided pendulum has also become lighter, but according to manufacturers, it is 15 percent stiffer and even longer. The WP Apex multifunctional suspension has many adjustment options. This makes it easy for the motorcycle to adapt to the owner, riding style and road quality. In total, such indicators add a lot of points to the motorcycle stability and controllability department.
