2024 KTM 1390 Super Duke R Evo First Ride Review

[Hugh Janus]

KTM refers to the 1390 Super Duke R Evo as “The Beast”—a fitting nickname. (KTM/)

The beautiful thing about the Super Duke platform is that it wasn’t built around a rule book. Whereas most nakeds and hyper-nakeds trace their roots back to engines, chassis, and electronics developed for race-bred sportbikes, the modern Super Duke was built on hooligan bones. It is not a sportbike with fairings peeled off—it’s a purpose-built troublemaker with enough performance to camouflage itself as something more than that.

If the rest of the Duke lineup is KTM being practical and business savvy, then the Super Duke is the company cutting loose and having a little fun. The question then becomes, is there such a thing as too much fun?

Two color options for the 1390 Super Duke R Evo—KTM orange or black. Starting price is $21,499, but you’ll probably want to add the KTM’s optional electronic and suspension packages. (KTM/)

About the Bike

KTM laughs at that question, but acknowledges that this is a streetbike, and that rideability matters, given that you can’t always ride at a flat-out, tire-smoking pace. The 2024 1390 Super Duke R Evo addresses that elephant in the room while building on KTM’s “more is more” philosophy. It’s an increasingly potent and more sophisticated motorcycle than the 1290 it replaces, but with tech that’s intended to give it a polished finish.

The 1390′s shift in personality starts with the 1,350cc V-twin, which has a 2mm larger bore than the 1290′s mill (108mm versus 110mm) for an added 49cc. KTM claims 190 hp at 10,000 rpm and 107 lb.-ft. of torque at 8,000 rpm—a healthy bump over the 1290′s claimed 177 hp and 103 lb.-ft. of torque.

The 1,350cc V-twin might not match up with the 1390 name, but it does make more power than the 1,301cc LC8 used in the 1290. KTM claims 13 more horsepower and an additional 4 lb.-ft. of torque. (KTM/)

For reference, consider that our 2023 1290 Super Duke R Evo testbike made 157 hp and 92.8 lb.-ft. of torque at the rear wheel when strapped to our in-house dyno. That’s less horsepower than the Ducati Streetfighter V4 SP2 (172.8 hp) and BMW M 1000 R (185.1 hp), sure, but the 1290 made roughly 17 more pound-feet of torque than those bikes on the same dyno (76.2 lb.-ft. for the BMW and 75.2 lb.-ft for the Ducati). Now, there’s even more of that good stuff.

Why? Because KTM can, and because torque is what makes the bike fun to ride according to KTM development rider and motorcycling legend Jeremy McWilliams, who talked us through the package. “The horsepower is pretty insignificant. It’s how the bike produces its midrange that makes it fun,” McWilliams says.

Related: KTM Goes Big With the 1390 Super Duke R Evo for 2024

KTM’s camshaft technology works on the intake side. The electronically actuated system switches from a mild cam lobe to a more aggressive lobe just below 6,000 rpm. (KTM/)

There’s more to the story though, as the 1390 is equipped with an electronically actuated cam-shift technology that adjusts intake valve timing (duration and lift) between 5,750 and 6,000 rpm. A similar solution to what BMW uses across various engine platforms, the system consists of an electronic actuator atop each cylinder, pins, and a sliding sleeve on the intake cam. Dropping the pin engages a switching gate on the sliding piece, engaging different cam profiles.

KTM’s variable valve timing technology enables the engine to have good low-rpm torque and throttle response without sacrificing top-end performance. It also allows KTM to meet strict Euro 5+ emissions standards without losing the thing that has always made the Duke, a Duke—personality.

Power is further manipulated through shorter, but larger-diameter throttle bodies (60mm versus 56mm on the 1290 Super Duke R) and repositioned injectors. The airbox is shorter to accommodate the 1390′s larger tank, but has more volume. A redesigned ram-air system allows for more direct airflow too.

Service intervals and valve clearance checks are increased to 60,000 kilometers, or right around 37,000 miles, which is a massive bump over the 30,000 kilometers (~18,641 miles) recommendation for previous-gen Super Dukes.

The 1390’s larger-volume air box is wider and longer, but shorter to accommodate the 1390’s larger fuel tank. (KTM/)

The chassis is the same as it was in 2023, with small revisions made to accommodate the reshaped airbox. When asked the reason for not making any changes, McWilliams said that KTM made necessary chassis changes during the previous Super Duke update.

“Going back to 2016/2017, on the street [the bike] was really awesome; very forgiving, nimble, and agile,” McWilliams says. “But when we took the bike on track and put supersticky tires on it, we could make the chassis do some things—move around a little bit. The technology of the motor was moving forward, and we felt that we needed to address the chassis, to make it stiffer.”

The 5-inch TFT display is crystal clear, easy to navigate, and has illustrations to better understand the difference in options. Notice the expansive options within the new WP Apex electronic suspension, as well as the older switch cube on the left side of the handlebar, which is used to scroll through those options. (KTM/)

KTM tested a modified chassis ahead of the 2020 launch and McWilliams went a full second quicker at the track. “That number went back to the factory, the factory measured it, found out what it was, and produced this chassis,” McWilliams says. “We put a 30 percent stiffer swingarm on it at the same time, and all of a sudden we’ve got what we feel is the best chassis for this torque output. We didn’t need to change that for this bike.”

Suspension is new, KTM moving to WP’s latest-generation Semi-Active Technology (SAT), which continues to feature electronic rear spring preload and is managed through five standard damping modes (Auto, Comfort, Rain, Street, and Sport).

Closer look at the Super Duke’s display. (KTM/)

Moving up to KTM’s optional Suspension Pro package opens the door to customizable Track and Pro suspension modes. It also adds three preload auto-leveling settings (Low, Standard, and High), and an anti-dive setting that keeps the front end up under braking. The other new feature? Factory Start, which lowers the rear of the bike when launch control is activated. Yes, we know we said this was a streetbike first.

More electronics come in the form of a very traditional rider-aid package, complete with three preset, nonadjustable rider modes: Rain, Street, and Sport. KTM’s optional tech pack opens the door to Performance and Track modes, which can be modified to your liking, with adjustments for traction control, engine-brake control, and wheelie control. “Anti-Wheelie Mode” is revised for 2024 and can now be set to one of five levels, plus off. Levels include: Very low (0.36 degree), Low (2.0 degrees), Medium (11.1 degrees), High (15.5 degrees), and Very high (22.25 degrees).

Related: Aprilia Tuono V4 Factory vs. KTM 1290 Super Duke R Evo vs. Yamaha MT-10 SP: Hyper-naked Comparison

The 2024 Super Duke has a 0.4-gallon-larger fuel tank and a few new styling touches, like winglets (just below the tank spoiler). Yes, this is a bike made for wheelies, but with winglets that are intended to keep the front down. You could say the same thing about traction control too. (KTM/)

Electronic settings (and other important information) are relayed via a 5-inch TFT display with crisp, clear image and user-friendly layout. Unfortunately, the switch gear found on KTM’s new 990 Duke hasn’t been carried over—a shame considering how well we liked the button layout on the new 990.

There are some similarities to the 990, mind you, the biggest being the new, adaptive LED headlight that’s 1.5 pounds lighter than the previous headlight and has a more even light spray. Tank spoilers and winglets add an extra dimension in addition to “increased downforce,” KTM says. That’s not a huge thing for the casual street rider, who will be happier to hear that the fuel tank is roughly 0.4 gallon larger.

The Super Duke isn’t short on sharp lines. Notice the low handlebar, which KTM transitioned to years back for a more aggressive riding position. Despite the low bar, this is still a very comfortable motorcycle. (KTM/)

Riding Impressions

The 1390 is physically larger than the 990 Duke that sits below it and has a more spacious cockpit, which is nice if you’re over 6 feet tall. It’s a very comfortable motorcycle, with parts that hint at its aggressive side (a low, narrow handlebar), while others demonstrate its more relaxed side (a wide, flat seat). In this case, we’d be making the most of that more aggressive side, as KTM scheduled for us to ride the bike at the fast-but-technical Almeria Circuit in southern Spain.

Despite all the talk of this being a streetbike, it has to be said that the Super Duke R still looks decidedly racy sitting with its mirrors off, prepped for track duty. There might be a few less fairings, and ergos that are more street-focused, but don’t write this bike off as a commuter.

KTM doesn’t have a full-fairing sportbike in its lineup, making the 1390 Super Duke R the go-to option if you want to experience that big LC8 twin at the track. Lots of testing, with legendary rider Jeremy McWilliams, has led to a bike that doesn’t feel out of place banked into a corner. (KTM/)

The engine plays into that, offering more laughs per throttle turn than almost anything else out there. This is a bike that excites you with its angry drive off every turn, versus an ability to start blurring objects on the backside of the straightaway with quick-revving, high-rpm velocity. The Ducati and BMW still feel more apt at that.

There’s still literbike power, McWilliams joking that during testing, they dressed up the 1390 prototype as a 1290 and went to the track. “The guys on the Panigales started asking us questions because now you’re passing bikes that we weren’t passing on 1290s.”

The Super Duke steers quite quickly when ridden at a track pace, making it easy to flick into a corner or even change your line, midcorner. (KTM/)

Earlier tests weren’t as smooth, McWilliams admitting that torque delivery needed to be smoothed out as the valve timing changed. “When the cam-shift came in, it was like another level. I’d liken it to riding a 500cc MotoGP bike back in the days on two-strokes when we had that powerband. We had this huge step of torque. I was loving it, but I came back and said this is crazy, we’ve got to control this a little bit. We need to make this less aggressive when the camshaft comes in.”

In final form, the cam-shift function is so smooth that—at least on the track—you can’t feel or hear the shift. All you recognize is the seamless throttle transition and abundance of torque as you tear through the midrange. The shock and awe lasts for as long as it takes to get the bike stood up straight and for you to catch your breath. This feels like being strapped into an F-18 and launched from the catapult system of an aircraft carrier.

This is what the 1390 Super Duke R Evo is all about—wheelies! Not used here is a new anti-wheelie system that can be adjusted when the optional electronics package is added. Given the performance of the bike and how it’ll be used a majority of the time, we wish that package came standard. It’s hard to picture riding the Duke without being able to fine-tune settings. (KTM/)

Things ease up at a more mellow pace, proving that the Super Duke can be enjoyed even when not being hustled around a track at speed. Hopefully this rings true in street riding too. We’ve never had qualms with the Super Duke’s throttle response or power delivery, any extra gains here will be icing on the cake.

Chassis-wise, the Super Duke is still a handful. It’s nimble and flicks into corners with ease, but is on edge when ridden aggressively. It shakes its head and pumps to tell you that you weren’t as smooth as you should have been with throttle inputs, while also giving a very rigid sensation when the front tire is loaded at corner entry. It’s got intentions of going fast, but always makes you feel like it’s a bit angry it has to do so. It would rather do wheelies and have fun.

That said, our day was impacted by rain and a tight testing schedule. With more time to focus on the WP Apex suspension, we’d likely have found a better setting and talked the Super Duke into playing nice.

Despite the addition of variable valve timing, the Super Duke is still quite rowdy. Credit the massive amounts of torque that KTM continues to dump into this package. (KTM/)

The shortened schedule didn’t provide enough time to test the full range of electronics, but a few things did stand out in our time with the bike. First, this is a very intuitive system that was clearly designed by engineers who ride. Submenus are easy to navigate and everything is right where you’d expect it to be. The bike uses KTM’s older-generation, joystick-style switch cube that’s less user-friendly than the newer, four-button cube on the 390 and 990 Duke, but the setup gets the job done and will work until the Super Duke gets upgraded.

Electronic intervention is smooth, without any long, choppy cuts that hurt forward momentum. KTM might not have any production-level racebikes to pull rider aids from, but that hasn’t stopped it from building a package that’s essentially on par with the competition.

The 2024 Super Duke was launched as part of KTM’s “30 Years of Duke” celebration. The first Duke was built in 1994. (KTM/)

Final Thoughts

There are many more comparisons to draw between the Super Duke R Evo and the high-strung hyper-naked bikes like the Streetfighter V4 SP2, BMW M 1000 R, and Aprilia Tuono V4 Factory, not to mention the handful of other legitimate high-performance nakeds, like the Yamaha MT-10 SP. The Super Duke R sets itself apart though with a sense of hooligan-ness that can only come from a bike that was born without fairings. And only a bike with KTM badges on its tank.

Yes, there are better options for chasing fast, consistent lap times at the track, but very few (if any) will make you feel the way that the Super Duke does. This is a bike you’d take to ride with your friends and have fun, knowing that there’s more than enough performance to push the limits if and when you desire. It’s proof that there’s no such thing as too much fun—something KTM has known all along.

2024 KTM 1390 Super Duke R Evo Specs

MSRP:	$21,499
Engine:	DOHC, liquid-cooled, four-stroke 75-degree V-twin; 8 valves/cyl.
Displacement:	1,350cc
Bore x Stroke:	110.0 x 71.0mm
Compression Ratio:	TBA
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	188 hp @ 10,000 rpm
Claimed Measured Torque:	107 lb.-ft. @ 8,300 rpm
Fuel System:	EFI w/ 60mm throttle bodies, ride-by-wire
Clutch:	Wet, PASC slipper; hydraulic actuation
Engine Management/Ignition:	Keihin EMS/dual-spark ignition
Frame:	Tubular chromoly steel
Front Suspension:	48mm WP Apex SAT inverted fork, electronically adjustable; 4.9 in. travel
Rear Suspension:	WP Apex SAT shock, electronically adjustable; 5.5 in. travel
Front Brake:	Brembo Stylema 4-piston Monoblock caliper, 320mm floating discs w/ Bosch ABS
Rear Brake:	2-piston caliper, 240mm disc w/ Bosch ABS
Wheels, Front/Rear:	Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in.
Tires, Front/Rear:	Michelin Power GP; 120/70-17 / 200/55-17
Rake/Trail:	24.7°/NA
Wheelbase:	58.7 in.
Ground Clearance:	5.9 in.
Seat Height:	32.8 in.
Fuel Capacity:	4.6 gal.
Claimed Wet Weight:	467 lb.
Contact:	ktm.com

More wheelie! (KTM/)

Gearbox

Helmet: Arai Corsair-X Nicky Reset

Racing Suit: Alpinestars Racing Absolute V2

Gloves: Alpinestars GP Tech V2 S

Boots: Alpinestars Supertech R

Source

[boboneleg]

Fuckmine, that's one hell of an ugly bike .

[Saul]

1 hour ago, boboneleg said:

Fuckmine, that's one hell of an ugly bike .

Certainly is, hideous 

[busabeast]

I think the majority of the bike looks good just when it comes to the front the designer must have just died halfway through designing it

[Buckster]

51 minutes ago, busabeast said:

I think the majority of the bike looks good just when it comes to the front the designer must have just died halfway through designing it

It would be fine for you, no one would see it anyway.