1390 SUPER DUKE R: THE BEAST

The Super Duke R is the big daddy of KTM’s Duke crew, all 1350cc of it. Born as a hypernaked rather than a converted superbike, it is as intimidating as they come, made for the racetrack but allowed on the road. The 1390 has received the least amount of the updates thrown around the Duke garage, which also includes the new 990 Duke and the 390 Duke. But the changes to the 1390 are significant. The official number is 60 percent new parts. The frame and swingarm are unchanged with the bulk of the changes made to the engine, electronics, bodywork and suspension.

Its heart and soul is the updated LC8 V-twin. The goal was to increase power without weight to reach a 1:1 power-to-weight ratio while not losing the Super Duke’s character. Throw in Euro5+ requirements and this became a serious mission.

First the bore was increased 2mm to lift capacity to 1350cc, then an all-new cam-shift system was thrown in to change cam profiles depending on revs, essentially boosting power across the whole rev range with little added weight and meeting emissions targets. The LC8 now cranks out 142kW (190hp) and 145Nm – a boost of 7.5kW (10hp) and 5Nm over the 1290. And KTM is so sure of the engine’s reliability it has stretched the first valve clearance check to an incredible 60,000km.

Feeding the new engine is a redesigned airbox with shorter throttle bodies and ram-air system. The throttle body diameters were increased 4mm to 60mm and the top injector repositioned for better fuel mixing through the rev range. Also helping in emissions targets is a revised fifth and sixth gear ratio to keep the revs lower while cruising. There is also a 14mm wider radiator tucked under the new body work.

The suspension is updated WP Apex. The front fork is a 48mm open-cartridge unit with preload, compression and rebound adjustment, tuned for high-speed stability and low-speed agility. The rear shock features a piggyback-style reservoir and has high- and low-speed compression adjustments as well as rebound and hydraulic preload.

The wheels remain unchanged, but KTM has changed to Michelin Power GP tyres. These offer a 1.2kg (unsprung) weight saving, a performance increase (in the wet and the dry) while also reducing heat-up times. In the braking department, Brembo’s top-shelf Stylema monobloc calipers get the job done up front and they have been paired with a new Brembo MCS master cylinder allowing ratio changes as well as lever adjustment. Also from Brembo is an updated clutch master cylinder which is self-venting, eliminating the need to bleed the hydraulic clutch system.

A new fuel tank has been fitted to lower the profile while increasing capacity to 17.5L – in theory pushing the range to over 300km if ridden gently – and this ties in with the lower-profile bodywork which is all matt finish with painted-over stickers for longevity. If you look closely, there are even some small MotoGP-style winglets, tying in with the full LED lighting system and the lighter Terminator-ish headlight.

The 1390 is brimming with tech goodies. The switchgear is all new –different to that of the 990 and the 390 – and not backlit. But it has been designed for use on the track and controlling electronic suspension (Super Duke R Evo) as well as engine modes. Three standard ride modes – Rain, Street and Sport – offer stepped levels of power delivery, ABS and traction control intervention.

If you’re taking your Super Duke R to the track add the (approximately $2k) Tech Pack, which has myriad extra functions like launch control, nine-level traction control, factory start (Super Duke R Evo), performance mode, anti-wheelie mode, track mode, lap timer, telemetry, quickshifter, adaptive brake light and engine brake control.

Add the connectivity unit and unlock navigation, phone calls and music through the app – standard on the 390, but an option on the 1390. At least the Super Duke R has tyre pressure monitoring as standard.

To say I was excited to get a Super Duke between my knees is an understatement. I was at a racetrack I’ve never been to on the other side of the world with none other than KTM test rider and ex-MotoGP rider Jeremy McWilliams on hand.

The Super Duke R immediately felt stiffer, taller and more aggressive than the other Dukes. I could barely get both toes on the ground. I selected track mode, supermoto ABS, traction level 5, wheelie level high and the sport throttle map.

The cornering clearance is amazing, the ’pegs felt so low and comfortable but were nowhere near the ground when I had my knee on the deck. I was barely scratching the surface of the Super Duke R’s capability. Tucking in down the back straight and revving out in each gear saw an indicated 260km/h before jumping on the brakes and clicking down the gears. I had to release the brakes because it stopped quicker than I thought it would.

Then there’s the drive. The power hits you every time you mash that throttle open, no matter what speed you’re at or what gear you’re in. I found myself attached to third gear around most of the track as I could run it right down to 2000rpm and drive out of the slow turns lifting the front wheel through the revs but also having enough up my sleeve to rev it out on the shorter straight sections.

After getting comfortable I reduced traction control intervention down to level 2 as the 1390 would spin the rear wheel and cut power before I wanted it to. The tyres felt a little squirmy for my liking, but the track was not the grippiest and I was ham-fisting 190hp through it seeing what happens.

I could also feel the cam-shift activation at just below 6000rpm. McWilliams told us about the first time he rode with the cam-shift system it was so rough and instant it felt like a 500cc two stroke hitting the powerband. Thankfully he and the techs spent some time smoothing out the transition, but it is still very noticeable, almost like you’ve accidentally switched gears at partial throttle and the engine note changes.

It feels very strange for such an angry and thumpy V-twin to also make power all the way through the rev range long after you would expect the torque to run out. After two short sessions, the rain came. “Turn everything off,” McWilliams told me. “Just roll it on in third gear. It’ll come right up and you can wheelie the whole back straight. Just make sure you put the front wheel down hard because it’s wet.”

Yeah right, thanks mate, I thought. Well it turns out the man was right. Third gear, snap the throttle open and up it comes and continues right through fourth gear. I forgot about dropping the front hard however and got to experience the feeling of being the first guy to almost tuck the front of a 1390, but all’s well that ends well.

The track time hammered home to me that this bike is way better than most people will ever ride it. It’s overkill for just about every situation, especially Australian roads, but would I sell a kidney for one? You bet!

FULLY FUELLED
Lower profile tank for aesthetics and room to move on the bike. But with increased fuel capacity for more fun.
SHIFTY BUSINESS
Cam-Shift technology plus a 2mm bore increase for 1350cc. More power and torque over the whole rev-range is the result.
GIZMOS GALORE
More ride modes and settings to adjust than you could poke a stick at. The pretty TFT dash makes it all simple and you can cycle through while on the move.
TERMINATOR LIGHT
Shared with the 990 Duke the LED glassless headlight saves 700g. It looks unapologetic and suits the bike’s aggressive image perfectly.
FRENCH RUBBER
Michelin Power Cup GP tyres fitted for faster heat up, better wet and dry performance plus a 1.3kg weight saving in unsprung weight.

SUPER DUKE 1390 R EVO

My time on the track was cut short and I didn’t get a chance to ride the Evo. The Evo is special and is fitted with third-generation WP semi-active suspension, which has magnetic valves for adjusting the damping in real time based on sensors picking up the track surface and riding style.

The five selectable modes are Auto, Comfort, Rain, Street and Sport. If you have Suspension Pro activated as part of the Tech Pack, you can also enable another two modes called Track and Pro.

Suspension Pro allows electronic control of the preload to three auto-levelling settings called Low, Standard and High. It measures the weight of the rider and adjusts accordingly. There is also an anti-dive setting. And there’s Factory Start, too, that’ll automatically reduce preload to lower the rear of the bike when coming to a complete stop, which allows extra weight over the rear wheel for bullet-like launches off the line.

The Super Duke R Evo will set you back $34,695 (ride away), $2900 more than the Super Duke R. But factor in the $2000 Tech Pack if you want all those extra features.

SPECS

ENGINE
Capacity 1350cc
Type 75° V-twin, DOHC, four valves per cylinder
Bore & stroke 110mm x 71mm
Compression ratio 13.2:1
Cooling Liquid
Fueling EFI, 60mm throttle bodies
Transmission Six-speed
Clutch Wet, multi-plate, slipper type
Final drive Chain

PERFORANCE
Power 141.7kW (190hp) @ 10,000rpm (claimed)
Torque 145Nm @ 8000rpm (claimed)
Top speed 280km/h (est)
Fuel consumption 5.9L/100km (claimed)

ELECTRONICS
Type Keihin EMS
Rider aids Cornering ABS, cornering traction control, quickshifter, launch control
Rider modes Rain, Street, Sport, Performance and Track
CHASSIS
Frame material Tubular steel
Frame type Trellis
Rake 65.3 degrees
Trail 101mm
Wheelbase 1491mm

SUSPENSION
Type WP Apex
Front: 48mm upside-down fork, fully adjustable, 125mm travel
Rear: Monoshock, fully adjustable, 140mm travel

WHEELS & BRAKES
Wheels Cast alloy
Front: 17 x 3.5 Rear: 17 x 6.0
Tyres Michelin Power GP
Front: 120/70ZR17
Rear: 200/55ZR17
Brakes Brembo, Bosch 9.3MP ABS
Front: Twin 320mm disc,
four-piston Stylema calipers
Rear: Single 240mm disc,
twin-piston floating caliper

DIMENSIONS
Weight 200kg (wet, no fuel, claimed)
Seat height 834mm
Width Not given
Height Not given
Length Not given
Ground clearance 149mm
Fuel capacity 17.5L

SERVICING & WARRANTY
Servicing First: 1000km
Minor: 15,000km
Major: 60,000km
Warranty Two years,
unlimited kilometres

BUSINESS END
Price $31,795 (ride away)
Colour options Electric Orange or Black

PROS: Earth rotating power delivery but surprisingly composed. And wheelies in almost every gear…
CONS: It’s $2k to unlock the tech pack after your 1500km demo and a licence only has so many points.

Contact www.ktm.com/en-au