KTM 1290 Super Duke GT, Gran Turismo with “the Beast” [ROAD TEST]

It is useless to go and study the performance, read about the 173 HP, the 144 Nm of torque, the astonishing results from zero to one hundred, over 400 meters, the maximum speed. They can't bend what the Super Duke GT is. She has lost nothing of the R, the naked sister, the Beast, the beast from which she comes.

Maybe because we jumped on the saddle thinking of the classic sport-tourig. Or thinking about the statements from KTM, which says it has intervened on the heads, the distribution diagram and the mappings to soften the delivery curve. Knowing the skills of Mattighofen's technicians we have no doubt that they succeeded in their aim, but asking the LC8 to deliver softly is like telling Tyson to punch slowly. Of course, he will give it to you slowly, very slowly, but you are already exhausted just at the thought of receiving it.

The three elements

That the 1300 has an explosive response is not a flaw, let's be clear, on the contrary, for those who love bikes with character it is a gift from heaven. There are multi-fractional engines that have very similar numbers (HP, Nm, performance), but the Super Duke GT stands out for its impressive back, explosive from the low end and due to two fundamental elements: the two-cylinder architecture and the large cubic volume. Elements that are known to favor the low shot. But there's more.

In this case there is a third element: KTM DNA. Could a good motorbike have come from Mattighofen? Come on, let's not joke. In fact, here we are at the top: the company declares 114 Nm at just 3.250 rpm, which to get an idea we round off to the old kgm: 11 at 3.000 rpm, a very high value at an extremely low rpm. What happens then is that as soon as you touch the accelerator at three thousand rpm, the GT runs away from under your ass like a thoroughbred horse hit on the thigh (by a stone thrown from a slingshot). Well, that's the effect. In the city it's almost too bright, so it's better to drive it in Rain, the softest mapping, but even in this case it's best to never lose concentration, you risk quickly finding yourself at speeds that are unsuitable for traffic.

What a lovely couple!

Outside the city you can try some extensions, keeping in mind that here too it takes just a moment to go beyond the limits. Already at 4000 rpm we are at a good pace, from 5000 onwards it is useless to talk about delivery: there is nothing that can resemble a curve, the HP escapes all together, in a few seconds, and they are also well trained.
The greatest satisfactions, without taking too many risks, are achieved by reeling off one gear after another with open throttle: the electronic gearbox works wonderfully, the engine always pushes very hard and so waves of torque and pleasure arrive. Regimes? It's difficult to say which ones, but if you change to 5000 you're already very fast; to reach the 9500 of the peak power, and thus download all 173 HP, a track would be needed.
The electronic gear shift is precise and very fast, as well as comfortable when walking; the clutch is soft and modulable.

Everything under control

We started from the engine, the most exciting aspect of the GT; It doesn't mean the rest isn't up to par. Indeed, there is an excellent technical-dynamic package. The electronic support is very rich, ride by wire, ABS cornering, traction control, semi-active suspension, etc., and the great thing is that not only is it very easy to understand and set from the menu, but above all it is transparent when driving. It is so even in the most complicated situations, because when some control intervenes due to refined or excessive enthusiasm - traction, braking, ignition, throttles... - the action is always natural and well calibrated (the GT is certainly better at correcting some mistakes than we are ). That is, there is no reaction to interpret, and there is no repercussion in the feeling.

Cycling with your eyes closed

In short, the GT is a touring bike in the KTM style: extreme. If you happen to spend a day in Tuscany with your girlfriend and by chance you end up in Mugello, you'll enjoy the GT, a lot. Set the suspension mode to Sport, suitable for sporty riding, which regulates the sinking of the fork during braking to facilitate corner entry and the flattening of the rear suspension during acceleration to optimize traction, choose the Sport intervention mode ride by wire (but Street is fine too) and the Beast effect is guaranteed.
The dynamics are exceptional: the 228 kg (in running order with a full tank) can be managed with a finger, and the best quality of the GT is its naturalness in curves. Gorgeous, balanced, easy from the first fold, it doesn't fall down, it's not hard to insert. It follows the trajectory with precision, intuitive both during acceleration and braking, and makes corrections without hesitation, always well supported by the suspension.

Braking as you want

An appreciable ABS mode is Supermoto, with anti-lock braking only at the front. The rear therefore remains free to work as you wish, to enjoy the magnificent corner entries sideways, making the rear wheel spin by adjusting the gearbox, brake and clutch. After all, it's a KTM, what do you want to do with it?
Be careful though. This mode excludes Cornering ABS, an integral system which, when braking with only the front, doses the rear brake to maintain the right trajectory and stability, and manages skidding according to the lean. Today this system offers maximum braking safety, even when cornering; obviously it cannot overcome some objective physical limits of asphalt-cover contact but it provides great additional help.

Controls away, better not

The traction control also works by managing skidding depending on the mode chosen and the inclination of the bike, and it too is adjustable, ranging from minimal intervention on loss of traction to maximum safety.

All the electronic controls, according to the KTM philosophy that we appreciate so much, can be excluded, and so you can have a very bad bike, with a terrible response to the accelerator, without wheelie, traction or braking control. Unless you are a serious driver, our advice is to keep everything connected, Sport mode really leaves nothing missing, not even on the track. And it takes away a lot of thoughts.

Three modes, one soul

There are three modes offered by the semi-active suspension: Sport, Street, Comfort. However, don't expect the Beast to transform from a superbike (what it is) into a comfortable and peaceful touring bike, the super grit remains. The suspensions are therefore always supported and the incredible V75 shows its muscles right from the very lows, characteristics which, together with the heat transmitted by the engine (especially on the right, exhaust side), make the GT challenging to drive in the city.

Splendid, to our taste, the riding position, natural but aggressive, advanced, with the high seat, the arms open, the legs that make you squeeze the tank, the flat and hard saddle (pleasant even in the long run). In short, you get on the GT and the first sensation is that of wanting to sprint on the mixed (where in fact it conquers you from the first corner).

Then comes tourism, and from this point of view the difference with the naked is notable. There is more space for the passenger, there are integrated attachments for the side bags (same key as the ignition, 30 liters of capacity, 7,5 kg of load, a full-face helmet in each), the large tank (23 liters ) which opens to protect the legs and there is a height-adjustable dome. However, if you are of good height, it leaves your shoulders uncovered.
There is no larger optional version, but the accessories are numerous, and allow you to complete the travel set-up, or opt for a sportier version. In addition to the motorcycle cases mentioned, among the many options, there are the tank bag, the luggage rack and the top case (please refer to the site for the complete list with prices). To make the GT even sportier, you can draw on most of the accessories from the Super Duke R, and, as usual, there are two Akrapovic super exhausts.

The setup in brief

We conclude with some brief information on the project and the installation (if we were to delve into all the details we would need an entire book). The Super Duke GT therefore derives from the homonymous R, in addition to the protection (tank and fairing) there are modifications aimed at softening the delivery, and to offer better comfort to the passenger there are the longer rear subframe and lower footpegs.
The suspensions are the semi-active WP Performance Systems, managed by the Electronic Suspension Control Unit (SCU) and adjustable on three preset levels (Sport, Street, Comfort). The software receives information from sensors on the suspensions themselves and from an inertial platform, also used by the MSC system, which includes combined braking with anti-lock and cornering function (C-ABS) and traction control; essentially the wheelspin, both during braking and acceleration, is regulated by the chosen performance level and the inclination angle of the motorbike.

There are also three power delivery modes (Sport and Street full power and Rain limited to 100 HP), which control the butterfly valves of the Keihin electronic engine management system; these correspond to adequate levels of the MSC systems.

The frame is the classic KTM laser-cut trellis for precision assembly, completed by an aluminum single-sided swingarm; braking is entrusted to the top, Brembo M50 monobloc radial calipers, 320 mm discs; the tires are Pirelli Angel GT.

The dashboard has an analogue tachometer, an appreciable choice, and two large LCDs; the one on the left is dedicated to the numerous on-board information and the settings customization menu. It can also be used on the move, but for heaven's sake, stop and waste those ten seconds to choose the combinations you like.
Among the other delicacies we highlight the cruise control; the tire pressure monitor; heated grips; automatic turn-off LED turn signals; the cornering light, three LEDs per side that light up depending on the inclination of the motorbike to better illuminate the curve. Optional features include Hill Hold Control (HHC), which automatically brakes the bike to make hill starts easier, and Motor Slip Regulation (MSR), which regulates the engine braking to avoid locking up during some more aggressive climbs. Also sensitive to the tilt angle.

Scoreboard

The Super Duke GT deserves praise in terms of technique, equipment, engine, dynamics, from this point of view it fears no comparison. We can discuss the mix between sportiness and tourism and comfort, qualities that can be perceived differently depending on expectations, experience and tastes. And we can discuss even more about the line. It's not one of those "reassuring" ones, with previously seen features, that pleases at first glance, one look and off you go. It takes a little time to become friends with it, but we can say that your opinion changes very quickly when you use it: after just one day riding the GT those sharp lines already become much friendlier. Affection also counts: after a good stretch of mixed terrain, how can you not fall in love with the GT?

Its price is 18.650 Euros fc, while the consumption we detected is around 17 Km / l, average value at the end of the test and consumption around which the KTM 1290 Super Duke GT reaches even on the motorway at code speeds. Obviously the right wrist can cause this figure to drop, depending on how much the twin-cylinder is used.

PROS AND CONS
We like it:
The engine and driving like a super sports car
We do not like it:
Comfort in the city, protection of the windshield

KTM 1290 Super Duke GT: the Motorionline Report Card

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Gianluca Cuttitta collaborated and wore it in the photos:
Jacket, trousers and gloves: Spidi
Boots: XPD VR6.2
Helmet: Caberg Drift Carbon