2017 KTM 1290 Super Duke GT: FIRST RIDE

| March 17, 2016

By Bart Madson, Photography by Milagro

Long established as a juggernaut in the off-road world, in recent years KTM has enjoyed significant growth in its street lineup. The Austrian marque’s 2008 debut of the RC8 superbike heralded a new era of road-going KTMs based off the LC8 V-Twin powerplant. The latest-generation Adventure models source a version of the RC8’s 75-degree Twin, which after getting punched out to 1301cc also powers the 1290 Super Duke R aka “The Beast”—with the latter bike redefining street-performance expectations for KTM. The latest design to utilize the LC8 is the 1290 Super Duke GT, which will arrive on U.S. shores later this year as a 2017 model.

You can read the original magazine story by clicking HERE.

Based off the 1290 Super Duke R streetfighter, the GT is KTM’s take on sport-touring. And while it’s tempting to simplify the GT as “The Beast” with bags and a windscreen, the changes are more comprehensive. Headlining the GT updates is the WP-sourced semi-active electronic suspension, which debuted on the Super Adventure. The GT also features several touring-friendly additions, like cruise control and a generous six-gallon fuel load.

The GT’s 1301cc Twin has changed as well to meet more stringent Euro 4 emissions standards—a hurdle which, to date, The Beast has notably failed to achieve. Emissions, alas, alas. Yet, KTM engineers not only made the GT Euro 4 compliant, they did so without losing the R’s peak power claims and actually improved bottom end torque. KTM credits a revised cylinder head and engine mapping, along with the addition of an exhaust valve, for the performance changes.

None of these engineering feats or regulatory emissions requirements come to mind, however, while behind the GT controls. Thumb the starter and the LC8 Twin engages the rider with an intoxicating growl at idle that gets more exhilarating as the revs climb. The KTM Twin presents a different persona than its European rivals, splitting the difference between the efficient, dependable BMW Boxer and the raspy, evocative clatter of the Ducati Testastretta. Some vibration kicks in at higher rpm, but the vibes register well below nuisance level and if anything are welcomed, as if it were any smoother the GT might border on feeling bland.

Of course, the GT engine is anything but bland! Power surges from bottom to top, with the GT really taking off around 5K and not letting up as it revs into a potent top-end—where it’s superbike/Super Duke R pedigree are plainly evident. This is a bike that claims 173 horsepower, and feels every bit like one when running hard on the gas. Paradoxically, thanks to electronics and impeccable fueling, the extreme power is easily managed. I’ve ridden bikes with literally half the power on command that felt more unruly.

The GT’s response to throttle input is both immediate and smooth. I’d reckon throttle response one of the most, if not the most, finicky traits in the rider/bike dynamic, so it’s quite impressive how the ride-by-wire GT makes things feel so effortless. Three engine maps are available: Sport, Street and Rain. Rain cuts available power down to 100 horsepower while Sport and Street deliver the full 173 ponies, with Sport makes things a bit livelier at the throttle, but, again, all settings are completely manageable.

The ride modes are one element of a comprehensive electronics package, which integrate with the traction control (MTC), stability control (MSC) and ABS. The systems all sync with the electronic suspension as well, but for now I’ll focus on the powertrain elements. The MTC intervention varies from most restrictive in Rain up to the baseline Street setting and less restrictive Sport. The MTC cut-in also factors in the lean angle sensor, which ties into the ABS as well (more on that later). The MTC and ABS can also be disabled.

On the winding roads of Mallorca, where we sampled the GT during a day-long ride, I noted the TC indicator light on the dash cut-in occasionally—more so during hamfisted throttle inputs in Street mode. Sport mode gives you more rope to hang yourself, but not enough to actually do any damage. The lean angle also made a noticeable difference, so zero-lean throttle stabs allowed the wheel to loft slightly, while during corners the tires were grounded for optimal traction. The MSC in real-world application is exactly what it claims, stability control, pure and simple.

Superhero riders out there don’t need to fret, however, as the TC and ABS are defeatable. In fact, there is special Supermoto ABS setting that allows some front wheel slip and complete rear wheel lockup, so riders can back it in like a pro. I did not sample these hero settings, but after our press ride I heard that one fellow in another riding group did turn off the ABS and while he escaped from the should’ve-left-the-ABS-on-after-all incident without serious injury, the bike did not!

The electronics suite includes Motor Slip Regulation (MSR), which modulates the ride-by-wire throttle when sensors indicate rear wheel lock-up. In practice the MSR works in tandem with the slipper clutch to smooth out downshifts, though it also cuts in during abrupt off-throttle moments when appropriate. I managed to get the GT’s back end squiggly twice during our test ride, both times in Sport mode, once during a panic brake after a corner (because I almost missed the driveway for the lunch stop) and the second time during an intentionally dramatic downshift to test the slipper clutch. Both times the electronics cut in and corrected the problem immediately.

The GT’s transmission package features a light clutch lever pull and well-sorted six-speed gearbox. A standard issue quickshifter delivers seamless upshifts, while the aforementioned MSR and slipper clutch are so smooth in operation that the absence of an autoblipping downshifter isn’t worth griping about—except that they are found on some of the GT’s sales competition.

Engine performance is impressive to be sure, but in my estimation it’s the GT’s handling that distinguish this new KTM. The GT is surefooted, turns in with precision and tracks effortlessly. I’d rate it is as one of the best handling bikes I’ve ever ridden. And the credit is owed in large part to the semi-active electronic suspension sourced by WP.

The GT suspension is based off the semi-active system utilized by KTM’s Super Adventure, but with shorter suspension travel. Damping rates for the fork and shock travel are modulated in real-time based off sensor inputs and three suspsension settings: Sport, Street and Comfort. The three settings can be adjusted on-the-fly, while a baseline preload setting (Single rider, Rider + Luggage, Rider + Pillion) are selected at a stop.

Street and Comfort are less aggressive than Sport, with Comfort the most plush. Comfort worked well on the short stretch of motorway during our test ride and will be appreciated during those less than thrilling miles GT owners pile on during commutes or en route to sportier roads. Sport is the most distinctive setting, as it allows for more weight transfer and front-end dive. Turning is sharper in Sport, with KTM reps promising this setting the most similar to the Super Duke R, with the GT sharing identical steering geometry with the R model, though its 452-pound claimed dry weight is 35 pounds heavier. Unfortunately I have yet to ride “The Beast” so I can’t make a direct comparison, but I will say the Sport setting was aggressive without being overactive, with a sensation of the front wheel communicating directly to the rider. However, I preferred the Street setting, which still accommodates an aggressive pace but in a more composed and settled manner, without the dive effect but still communicative with the road.

Speaking of the dive effect, the suspension system and accompanying electronics link into the braking performance, and the GT’s brakes are top-shelf all the way. The radial-mount Brembo monoblocs up front provide all the stopping power desired, with a precise modulation that is enhanced by the ABS. The brakes are linked, but the sensation has a pleasant settling effect in Street and Comfort and isn’t too intrusive. And the braking dynamic factors lean angle into the algorithm along with the suspension setting (quite similar to the BMW S1000XR, which I’d reckon the GT’s closest analog in the market). The net result is corner braking for dummies. Tip-in the KTM and then squeeze the lever without worry—because if you’ve gone in too hot the electronic doodads do their thing. It’s remarkable how easy it is to get used to the electronic safety net.

So that’s the word on pure road performance, where the GT excels. But how are its touring credentials? I’d say good, but not spectacular.

The riding position is comfortable, with an upright stance and perfect bar placement for my 6’1″ frame. The footpegs offer a decent amount of room, however, at the end of the ride my knees started to ache. Having said that, I’m inclined to give the GT the benefit of the doubt in this regard, as the previous day’s cross-country/Trans-Atlantic flight no doubt contributed to my leg discomfort. As for the seat, there’s nothing to complain about—though some riders may find the 32.8-inch height on the tall side.

The GT’s half-fairing and adjustable windscreen provides decent protection, but the rider’s head and shoulders are exposed. I personally don’t mind this level of coverage on a touring mount, provided the wind that does channel through to the rider isn’t turbulent. In this regard the GT does an admirable job, with a steadying airflow void of buffeting. It is curious, however, that KTM didn’t incorporate some handguards, which can make a world of difference in long-distance rider comfort. However, the GT does feature heated grips as standard kit, a welcome feature on a touring rig. The six-gallon tank ensures at least a 200-mile range, another touring plus.

While KTM describes it as a sport-touring bike, the GT doesn’t pretend to be a true touring platform in the mold of the traditional sport-touring models, like the Yamaha FJR1300 or BMW R1200RT. Instead it slots in more with the “Adventure” tourer designs, like the Ducati Multistrada, Kawasaki Versys 1000, or the bike I think it is most similar to—BMW’s S1000XR. It may not be ideal touring comfort, but would I want to pile on 500-mile days touring aboard the GT? Yes, absolutely.

The GT’s panniers, which come standard on the U.S. model (optional in Europe), are easy to open and operate. They offer 30 liters of storage, with room enough for a full-face helmet. I know this for fact, because during a break on our test ride I whined that my helmet wouldn’t fit and demonstrated as much to the KTM’s project leader for the GT. He walked over and held my helmet in the air, quietly examining the shape, then plopped it straight in and shut the bag closed. When in doubt, ask the experts!

My only real gripe with the GT is with its instrumentation and user interface. The monochromatic display screen is rather plain, at least when compared to the color TFT displays on some rival designs. It’s utilitarian bent is reminiscent of previous KaTooM designs. I also wasn’t a fan of the menu navigation buttons housed on the left switchgear, which I found cumbersome to operate with my gloved hand. I’m not fond of the windscreen adjustment either, which slides up and down with riders snapping it in and out of place by pushing and pulling the top. While easy enough to operate, the adjustment mechanism felt clunky and less elegant than other manual systems I’ve sampled—like the simple knob adjustment on the R1200GS. But these complaints are all minor nits to pick at, as the GT’s overall package is pretty near flawless.

As far as pricing goes, official MSRP is still to be determined, though it’s promised to be in the $20K range. If so, the GT will carry a price tag comparable to its European rivals from BMW and Ducati. American riders will have to wait until the end of summer before GTs start to arrive at dealers as a 2017 model, which is a shame because some epic summer tours will have to be postponed until next year.

After a full day in the saddle, the KTM 1290 Super Duke GT impressed with it road-going performance. KTM has taken the raw performance capacity of the R and made it more flexible with a dialed-in electronic suspension and braking package. It’s also comfortable enough to pile on touring mileage. This GT is how KTM conceptualizes sport-touring, and riders will not be disappointed.

2017 KTM 1290 Super Duke GT: FIRST RIDE

You can read the original magazine story by clicking HERE.

For more Cycle News Adventure motorcycle reviews, click HERE.

For more Cycle News KTM motorcycle reviews, click HERE.