The nakedbike class has changed a lot over the years. Big on cubes and big on power, nakedbikes started life as what became known as the UJM (Universal Japanese Motorcycle) in the 1970s. On the back of the ground-breaking Honda CB750 in the late ’60s, nakedbikes have always been machines with a sportsbike-like or derived chassis and engine in an ergonomic package better suited to riding on the road.

In the last decade the nakedbike market has gone two very different ways. There are the retros inspired in design by the bikes of old, and the modern day nakedbike typically coming in two forms. There’s your previous model superbike with softer engine characteristics and basic suspension: the sensible option. The other form is the Europeans.

Typically dripping in glorious suspension, magnesium and carbon, the Euro nakedbikes are raw, raucous and ravishing. Their engines are more highly strung, with power and torque characteristics like a superbike. Their chassis are firmer, sharper and more adjustable, and styling is either contemporary or cutting-edge.

To take the parameters of power, torque, chassis control and styling to a new level to set you apart from the likes of the MV Brutale, Ducati Streetfighter, Triumph Speed Triple and BMW K13R is a big ask. But KTM has done it with the 1290 Super Duke R.

Image: Alex Gobert.

First released in 2005, the 2013 990 Super Duke R was the third generation of Super Duke R and its twilight days had come to an end. It didn’t handle as forgivingly, its engine was a bit raw, and there was a lack of electronics. The Super Duke always was the bad boy of the nakedbikes. With lively handling, stonking power and polarizing styling, the 990 Super Duke had taken to the back of the grid of a field with much more impressive 1300cc fours, 1200cc twins and 1050cc triples.

KTM responded to the dethroning in the nakedbike ranks with the new Super Duke R this year. Using an evolved version of the 1190cc RC8R superbike engine, capacity is a whopping 1301cc and there is no less than 132kW and 144Nm on tap. To put that into perspective that’s the same power as a Fireblade with 30Nm more torque!

The 1190cc RC8R engine has had a major revamp internally with development focusing on making the torque more useable without the need of electronic assistance. Nevertheless, the electronic package is a centerpiece on the 1290 and something that works seamlessly with the V-twin powerhouse.

There has been a revamp of the top-end to make combustion more efficient and bigger but lighter pistons and crank assembly make it quicker revving. These are changes amount to a more precise delivery of power to the rear wheel and ultimately greater control for the rider. This is something imperative with such a monumental amount of power and torque at hand.

Image: Alex Gobert.

From a standstill the Super Duke R moves at an dumbfounding rate. Crack the throttle at low rpm at a slow road speed, like a gear or two too low, and the 1290 hauls nearly as quickly. I’ve seen it wheelie off the throttle through the gearbox. This engine is strong, very strong. It has the performance of a superbike on paper, and is attested on the tarmac by Angus Reekie keeping his Super Duke racer at the pointy end of a combined Pro Twins/Nakedbike field.

From wheelies in every gear to a doughy delivery from the lights in the rain, excellent control and adjustment is available from the switchable engine control system. The three engine maps using the latest version of Bosch’s traction system change the bike’s character dramatically making it much more than a nakedbike that is great on the racetrack.

In Sport mode, the full brunt of the engine is at the riders control though traction control and ABS intervenes on the front-end only and can be turned off if you desire. Street mode has things rolled back a little in the force of the power delivery, but you still get to access the full might of the engine: the traction control intervenes a bit earlier too. In Rain mode, power delivery is a lot more mellow with less power available and traction control kicks in at the rear wheel earlier.

Where the engine changes and addition of the traction control package marks a dramatic and extensive revamp for the model, the chassis has had less of a touch up. The previous Duke was already a great handling bike, just a bit twitchy and wild at times, and definitely not capable of harnessing the new engine’s extra mumbo.

Image: Alex Gobert.

The 1290 gets a wheelbase that is longer and a steeper rake. This change in geometry, along with updated WP suspension and Brembo brakes, has taken a lot of the flightiness out of the Super Duke’s handling and made it a more predictable and controllable handling-package. Fear not though, none of the Super Duke R excitement is gone thanks to the way the engine challenges the much improved chassis. It’s just this time, you are in control.

In a comfortably sporty ride position, the Super Duke R turns quickly and tracks stably over very bumpy roads. The latest Brembo Monoblocs and Bosch traction system deliver a strong braking package backed with ABS control.

KTM has improved the performance of every aspect of the Super Duke R. Even the pillion position and ability to tie down luggage on the rear is better. But the main aim has always been to outclass the nakedbike competition in engine performance while giving riders a more predictable handling chassis.

In making a machine that can go as well as it does on the racetrack, fanging your favourite backroad, or on the pilgrimage to Phillip Island, the Super Duke has lost none of the appeal of the original hoon bike and now takes the mantle as the ultimate one.

Image: Alex Gobert.

Specifications

Capacity: 1301cc
Power: 132kW @ 8870rpm
Torque: 144Nm @ 6500rpm
Wet weight: 202kg
Seat height: 835mm
Price: $23,495
Contact: www.ktm.com.au