Review: 2017 KTM 1290 Super Duke GT

KTM's Super Duke becomes a super tourer in the Super Duke GT with a staggering 144Nm or torque... Review by Jeff Ware, Images by Kris Hodgson

Are you after a bike that gives you the kicks of a superbike, the comfort of a tourer, MotoGP level technology and can handle our crappy Aussie roads? The KTM 1290 Super Duke GT ticks all of those boxes. Earlier in the year we did a 1290 Super Duke GT Video Review and prior to that in 2017 we published our World Launch Report We then took the GT for a few weeks and put it to the test in just about any condition imaginable…

The KTM 1290 Super Duke GT with hard panniers fitted. The GT shares the Super Duke R geometry but has a longer sub-frame to accommodate a pillion and the panniers. It also has a bigger 23L tank and more relaxed riding position.

When it comes to a completely irresponsible, totally mental insane hooning bike, you can’t go past the KTM 1290 Super Duke R. However, for those of us who don’t always feel like putting ourselves into shock every Sunday morning in a blur of intense speed, the GT version allows us to cruise in comfort between psychotic episodes. The KTM 1290 Super Duke GT is does it all.

 

Sharing the Super Duke R chassis and basic geometry, along with a re-tuned but not de-tuned LC8 powerplant (same torque as the R but lower in the range, same 173hp), the GT comes packed with creature comforts. It has heated grips, an adjustable screen, cruise control, one way quickshifter, tyre pressure display, combined ABS, WP semi-active suspension, riding modes, active LED cornering headlights, self cancelling indicators and lots of optional comforts. Our test bike had hard panniers fitted, which came in really handy. They are not huge but certainly enough for two people to head off for a weekend of blasting around.

Of course along with the extras the GT also has the same fantastic cornering traction control that the Super Duke R has, the riding modes, Euro4 compliance and Kiska styling…

THE RIDE
After my quick spin on the GT back at the Aussie launch (see the video review) I was very eager to get the bike back for a proper big test. That opportunity came and after living with the bike for a week, then handing it to Kris for a week, I can honestly say I found it hard to hand the keys back. It is one of those bikes that just does everything I need. As a racer at heart and sportsbike fan, I need a regular adrenaline fix to keep me sane. I also need practical transport and comfort, thanks to multiple injuries. These have ended my days of racing and of long days on sportsbikes, so, I need a new bike to have fun on and in comfort. The GT is pretty much that bike.

Climbing on board the GT, the first thing that stands out is the 835mm standard seat height. The seat is also wide, for comfort, however for those lacking in the leg department it could take getting used to. With the big 23L tank filled to the brim and some camera gear and cold drinks in the panniers, the GT is hefty but not as top heavy as expected. The extra tank capacity over the R well distributed and the panniers, despite being high, balancing things out. The 205kg dry weight is impressive though to say the least…

 

The screen is within easy reach and is adjustable in two positions by hand. This can also be comfortably done while on the go…

Heading off for a country loop that included freeway, fast country roads, smooth tarmac and even a small stretch of dirt, I knew a day in the seat on the GT was going to be a good one. I popped it in Street Mode for the mapping and Comfort for the suspension, on the presets, and headed off. First of all the Comfort suspension setting is very soft, little damping control and the rear end kicks back over bumps, but it is comfy. I found I couldn’t push too hard as the bike would become unstable, the front was fine but the shock performance was not so great. It’s a compromise that is welcome on the bumpy stuff though, as the road I was on is extremely poorly maintained and I’m usually knackered by the time I arrive at the first stop, where I usually grab a coffee and fuel up for a longer stint. This time, however, there was no need for fuel and thanks to that super soft suspension setting and the toasty heated grips, along with ample screen protection from the cold wind, I arrived feeling fresh and ready for a big day.

Having that Comfort option is just so good for someone like me, who is riddled with rattling bones!
After a break and hot cuppa, I hit the road for some fast twisties. Also a bumpy trip, I left it in Comfort initially but as my pace increased I switched to Street. So I ran Street suspension and Street power modes, the latter is the same outright power as Sport but with a softer throttle.
Flowing from turn to turn, with seemingly unlimited oomph between corners, the GT was in its element and I was enjoying every second of it. The engine is a monster but mapping is really good, with a throttle response dulled just enough to keep the bike on track but hooking up and driving with blinding speed. Knowing a state of the art electronics system was there to back me up was comforting as I pushed the boundaries of what would be considered sensible on a giant like the GT, yet it all just came together and I’d say the bike is as quick as anything I’ve ridden through this section of road. Even damp patches and the occasional patch of gravel of pig sh$t can be tackled with ease, just stand the bike up a little and ride on through. The commanding ergonomics mean the chassis responds with that KTM precision I’ve come to trust and without the need to hang off at all, it’s all too easy.

After that blast, I had a short 36km dirt road to negotiate to get to my next stretch of tarmac Heaven. Although the GT is not designed for this at all, it performed admirably at a sedate transporting pace. I popped it back into Comfort and switched the motor to Rain and relaxed, enjoying my ride through the State forest. The ABS was there to back me up but never hindered braking or sent me wide. The plush suspension soaked up the road irregularities and that commanding riding position made me confident.

 

Once I got back on tarmac, it was time to call on all powers and select Sport all-round. This transformed the bike into a full-on monster and it took quite a few kilometers for me to adjust to the outright aggression on tap. The suspension was not Superbike solid, but this is not a Superbike. It was, however, incredibly good and complimenting of the amazing capabilities of the chassis and engine. Snicking through the slick gearbox via the quickshifter and hanging onto those wide ‘bars was a thrilling ride and a serious one. This thing is damn fast.

Into turns, the braking performance is up there with the best, while feel and modulation at the lever are as to be expected from such high-end kit, that is, intimate and confidence-inspiring. Feel from the front tyre is again not sportsbike level but it is very communicative and there is plenty of warning there on the predictable smoother surfaces. Ground clearance is good, with only my toe sliders scraping, giving me a nice sense of where I am tyre-wise. Engine braking is good, while not being intrusive, and the Sport suspension settings work well, even with a load of camera gear in the panniers there were no wallows or weaves. As a scratching bike, the GT will not leave sportsbike traditionalists wanting more.

 

Back in the real world as I headed into Sydney for the trek back north to home, I trundled through the busy main roads trouble free on the GT. I’m tall, so the seat height was not an issue, I felt the bike a bit wide to confidently lane filter in a few situations, mainly due to the panniers, and I found the clutch a tad heavy but OK. The quickshifter still works in urban situations at low rpm but shifting with the clutch is smoother. The engine runs works the thermo fan but doesn’t cook too badly and overall the GT is pleasant in town, if a little tall. The steering lock is on the limited side for really tight traffic negotiating but generally, you could happily commute on this beast.

On the open M1 heading home the GT practically idles along at 110km/h and after a full day in the seat I could have happily passed my exit and continued north for a few hours. It’s just one of those bikes…
So, if, like me, you have a sports background but are north of 40, this is an option worth trying.
In many ways the Super Duke GT is in a category of its own in terms of outright performance. The GT has supernaked geometry and power delivery with true touring comfort. There are loads of variables in settings in the vast electronic rider aids that the GT is equipped with, allowing an owner to find the right set up for themselves. Nice touches include the automatic indicator cancellation and cornering lights and cruise control as standard. If you are looking for a high-end sports tourer, the GT is worth a look. It’s expensive but it is all top end gear, a true high quality machine that does it all… Find out more here.

 

 

Super Duke GT Second Opinion – Kris

I didn’t get a heap of time on KTM’s Super Duke GT, but what I did get, was an opportunity to test the bike out across a number of different conditions, from heavy Sydney traffic through to the open road and some tighter, twistier stuff.

First up the GT features WP semi-active suspension, along with an extensive electronics package, and I always find that the semi-active suspension feels quite strange at first when you’re jumping across from a traditional system.

Is this a bad thing? Well no, but that very different feel can be off-putting at first, as the bike seems to have a mind of its own, which essentially it does, in the suspension department.

 

I tested the bike between Sport and Street modes and ended up preferring Sport in these conditions. I wasn’t getting the same feel as I’m used to, especially mid-corner with the bike leaned over, but it was still tracking true and offering good confidence, something that continued to grow the more time I spent riding. I didn’t have time to try and find the ideal setting for me either, this was just the two basic presets.

Of course jumping between the GT and another test bike with traditional suspension through the same sections, the traditional suspension did feel more predictable and planted mid corner, where the semi-active suspension was doing its thing and moving around, albeit in a controlled manner. Where the GT was significantly trouncing that traditional suspension was on the really, really rough sections entering and leaving the corners, effortlessly traversing these conditions.

 

The enormous 1301cc V-Twin is well controlled by the Keihin EMS and RbW package, offering smooth power from the moment you crack the throttle, further aided by the quickshifter which works on upshifts and a slipper clutch on deceleration. With over 170hp it’s not hard to imagine getting into a bit of strife, with the traction control system, and Bosch 9ME ABS as a backup, although in the dry test conditions I had, there was never a time the GT didn’t feel planted and controllable.

The bike has a dry weight of 205kg, more than the Super Duke R or other super naked but keeping in mind this is a sports-touring machine with all the bells and whistles, it’s pretty impressive. The only time I ever felt that weight was through the really tight stuff, where the bike felt a bit slow on turn in, and still getting used to the WP semi-active suspension no doubt came into play here too.

Throw in high spec Brembo brakes, cornering lights and an easy to read display and you’ve got a package that’s sure to impress, and is the ideal one or two-up tourer. There’s so much technology packed in, including things like self-cancelling indicators – which as an everyday road rider I’ve never felt were necessary – cruise control, heated grips (a personal favourite) and an awesome integrated pannier system. Storage in those panniers is somewhat limited though, I tried to stuff an empty full size camera backpack in with no luck, but between the two there’s a fair bit of room.

 

 

The Super Duke GT also looks awesome to me, with that futuristic front end and aggressive lines, but I’m definitely a fan of the newer and sometimes more out there designs, and that’ll come down to personal preference.

In fact the only feature that I’m not enamoured with is the price, and while I’m by no means saying it’s not worth the asking price, it is a considerable sum. But looking at the touring, sports-touring, and adventure-touring segment that seems to be the norm!

KTM 1290 Super Duke GT Tech Talk

The 75° V2 engine was originally derived from the powerplant of the KTM superbike RC8 R. The engineers used a well-balanced enlargement of bore and stroke to increase the displacement of the LC8 engine from 1195cc to 1301cc. The DOHC four-valve cylinder-heads of the LC8 engine share a significant portion of the credit for its outstanding performance. The intelligent dual spark ignition system controls the sparks of the two spark plugs per cylinder independently of one another via separate mappings, ensuring a highly efficient combustion as well as a smooth combustion process In each cylinder, two overhead camshafts use DLC coated finger followers to actuate four valves that control the charge cycle via flow-optimized channels. Harder exhaust valve seat inserts and nitrified exhaust valves minimize wear and allow for extended valve clearance inspection intervals – small service inspection every 15000km and the valve adjustment every 30000km.

In the latest generation of the LC8 twin, new titanium intake valves carry a chromium nitride PVD coating and, at 39 grams of weight, ensure weight savings of 19 grams each over the previous steel valves. Combined with smaller combustion chambers, their low design supports a compression ratio increase to 13.2:1.

New intake funnels specially designed for the new V2 not only contribute to optimizing the power delivery for the GT but also ensure a widened powerband that now spans an extra 500rpm. A power assisted slipper clutch automatically reduces the pressure on the clutch discs whenever the torque feedback toward the engine becomes too great.

In addition, it increases pressure on the clutch discs in proportion to the engine torque, so softer clutch springs can be used. The piston skirts have a high-tech, hard-anodized surface coating for minimal friction and maximum durability.

Another factor to contribute to the response is the very low flywheel mass of the crankshaft. In addition, the flow-optimized crank web shape supports the especially low-loss operation of the crank gear, sustained by a third oil pump for crank case evacuation. In the new model, KTM increased the thickness of the crankshaft taper by 3mm on the generator side for enhanced stability.

The brand-new exhaust system is manufactured from stainless steel. A new exhaust flap and the SAC (Smart Actuator System) contribute to the smooth power delivery. With a three-way catalytic converter tucked away inside its underfloor premuffler, it is also responsible for the outstandingly clean emissions.

The optional motor slip regulation (MSR) basically creates the opposite effect of the motorcycle traction control: by controlling the engine’s drag torque, it prevents the rear wheel from locking up, should the rider chop the throttle or pop the clutch on a downshift.

The motorcycle traction control (MTC) reacts immediately whenever the rear wheel speed increases without a proportionate increase of vehicle speed, reducing engine output via the throttles until the system has reduced the slippage to the optimum level under the current drive mode selection. MTC is the lightening-quick acquisition and evaluation of numerous parameters like roll and yaw rate, longitudinal and lateral acceleration as well as squat and lean angles.

Therefore, numerous sensors capture the necessary data and transmit their results to the ride by wire and the engine management system. KTM has developed and implemented the MTC in close cooperation with leading technology supplier Bosch.

There are three ride modes that utilize different engine power mappings: Street and Sport with full power but different throttle sensitivity as well as Rain with approximately 130hp (95kW) of maximum power and a softer power delivery slippage.

The KTM 1290 Super Duke GT is equipped with a combined anti-lock brake system as standard. Developed by KTM in close cooperation with Bosch, the system can be disengaged and uses the highly sophisticated Bosch braking pressure modulator 9.1MP as well as the latest software.

 

 

2017 KTM 1290 Super Duke GT Specifications

Ktm.com.au
Price: $26,995 + ORC
Warranty: Two years/unlimited kilometer

Claimed Power: 130kW[173hp]@9500rpm
Claimed Torque: 144Nm[106ft-lbs]6750@rpm
Dry weight: 205kg
Fuel capacity: 23L

Engine: Liquid-cooled,  75-degree V-twin, 108 x 71mm bore x stroke, 1301cc, 13.2:1 compression ratio, Keihin digital EFI, 56mm throttle-bodies
Gearbox: Six speed with quickshifter
Clutch: Wet multi-plate slipper
Final drive: Chain

Chassis: CM Steel trellis, Rake: 24.9º, Trail: 107mm

Suspension: 48mm WP inverted forks with semi-active damping, 125mm travel, WP rear monoshock with semi-active damping, 156mm travel

Brakes: ABS, dual 320mm Brembo rotors with four-piston monoblock Brembo calipers, single rear 240mm rotor with Brembo caliper

Wheels & Tyres: 3.50 x 17in, 6.00 x 17in, Pirelli Angel GT 120/70, 190/55

Overall height: 835mm
Wheelbase: 1482mm

Instruments: Multi function digital display

 

KTM 1290 Super Duke GT Gallery