2017 KTM 1290 Super Duke GT | Long-Term Review

2017 KTM Super Duke GT
The Austrians sure do love their sharp-edged bodywork and orange paint. The go-fast Super Duke GT appears to be in motion even when parked on its side stand. (Photos by the author and Kevin Wing)

Following his first ride on the 2017 KTM 1290 Super Duke GT in Spain last spring, EIC Tuttle described it as “nearly flawless, the perfect sport-touring bike for a rider who doesn’t want to give up sportbike levels of engine performance and handling. It’s comfortable for all-day riding, offers decent wind protection, makes enormous power and does indeed handle and stop like a sportbike.” Given his glowing assessment, the Rider staff was eager to get its hands on a test bike. We had to wait until fall to do so, but the upshot is that we were able to do a long-term test of the GT—well, two of them actually.

2017 KTM Super Duke GT
Taking a few moments to admire the jagged peak of Mount Whitney (14,494 feet) in California’s Sierra Nevada on a cold winter’s day. I supplemented the KTM’s heated grips with a heated jacket liner and gloves.

Last September KTM loaned us a pre-release Super Duke GT. We tested it through the end of the year, racking up 2,000 miles with regular commuting and daylong test rides, falling under the spell of its generous torque, nimble handling and everyday practicality. But it had shortcomings too, like a glitch that caused the LED cornering lights to stop working, an improbably long kickstand tang that snapped off and excessive engine heat—an issue we’ve had with other KTMs powered by the LC8 V-twin.

2017 KTM Super Duke GT
With the 30-liter saddlebags and Firstgear tail bag full, the KTM is ready for a multi-day tour, but the plastic-covered gas tank doesn’t allow a magnetic tank bag. This colorful cliff face is part of California’s Red Rock Canyon State Park.

In January we swapped our pre-release GT for a 2017 production model, and we quickly put 1,500 miles on it, including a multi-day tour. In terms of differences between the first test bike and the second one, KTM says it made minor changes to the tuning of the WP semi-active suspension, the windscreen is now clear instead of tinted and the kickstand tang is now shorter and stronger. As for the engine heat, cold temperatures during winter testing and multiple layers of riding gear have insulated us from the problem, but we doubt it has gone away. And we haven’t had any issues with the cornering lights, which helpfully illuminate the insides of turns when riding after dark.

2017 KTM Super Duke GT
A first-rate chassis and semi-active suspension make the 1290 Super Duke GT a delight on any mountain road.

What’s the 1290 Super Duke GT like to live with on a daily basis? In terms of creature comforts, it has a tall, flat, firm seat, an upright, adjustable handlebar and generous legroom. The small windscreen is easily adjustable with one hand, but raising and lowering it has little effect; airflow is smooth but hits the rider squarely on the upper chest and shoulders. Heated grips are standard, but on cold days they don’t get hot enough. Hard, lockable, removable saddlebags are also standard, and they hold 30 liters each—just enough to fit a medium full-face helmet. The latch mechanisms can be left unlocked for convenience, but they’re rather fiddly to open and close. And when the bags are full, the front of the clamshell lids have a tendency to separate from the main part of the bag, leaving a sizable gap in the leading edge. However, we’ve ridden the GT at speed in steady rain and the bags didn’t leak. Long days in the saddle are no problem thanks to standard cruise control and 6.1 gallons of fuel capacity (good for more than 200 miles of range at our 35.7 mpg average). We also like the self-cancelling turn signals and tire-pressure monitoring system, but a chain-driven sport-touring bike like this one could really use a centerstand.

2017 KTM Super Duke GT
The GT’s seat is tall at 32.9 inches, but the riding position doesn’t put strain on one’s wrists, back or knees.

Honestly, though, if wind protection and comfort (especially for a passenger) are your primary considerations, sport-touring stalwarts such as the BMW R 1200 RT or Yamaha FJR1300 are better choices. The 1290 Super Duke GT is the pointy end of the sport-touring spear, an aggressively-styled, no-compromise bike that puts 150 horsepower and 95 lb-ft of torque to the rear wheel (as measured on Jett Tuning’s dyno) and weighs just 524 pounds full of gas. Don’t let the saddlebags fool you; the GT is designed to excite you more than pamper you, though it certainly offers much plusher accommodations than the Super Duke R it’s derived from. It is so ridiculously easy to ride fast that we’re lucky to have completed this test without getting any speeding tickets. In full-power Sport mode, the torque curve resembles a high-elevation plateau—remarkably flat and 80 lb-ft or higher between 3,500 rpm and the 9,500-rpm redline. (Full power is also available in Street mode; Rain mode reduces output to 97 horsepower and 72 lb-ft of torque.) Quick twists of the throttle make the bike leap forward, the grips, seat and pegs thrusting you into the wind. Few bikes feel so eager, so ready to take your breath away.

2017 KTM Super Duke GT
Fierce winds on Death Valley’s Badwater Road made sand dance playfully across the pavement. Snow-capped Telescope Peak (11,049 feet) looks down onto the salt flats of Badwater Basin, the lowest point in North America at 282 feet below sea level.

But the KTM isn’t just about power; it offers a complete performance package, with a lightweight chassis, top-shelf components and state-of-the-art electronics. The 1,301cc V-twin is mounted within a tubular-steel trellis frame with a short wheelbase and sporty steering geometry. Connected to the engine and frame is a beefy, cast aluminum single-sided swingarm, an upside-down fork and a linked shock, the latter two made by WP and offering semi-active damping with three modes. Lightweight, cast aluminum wheels are shod with grippy Pirelli Angel GT tires and the brakes are by Brembo, with dual floating discs up front gripped by M50 Monobloc radial 4-piston calipers. In addition to the engine and suspension modes, there are multiple modes for traction control and combined ABS, both of which adapt automatically to lean angle and can be turned off. A quickshifter and a steering damper are standard.

2017 KTM Super Duke GT
The KTM is about to enter its natural habitat.

Just a few days after the Super Duke GT arrived last fall, I took it on a two-day Arai Helmets press ride here in Southern California, a 400-mile loop on roads we regularly ride and test on. After doing some photo passes, the loosely assembled group started making its way up a mountain road that I know like the back of my hand. I left ahead of the group but right behind Steve Rapp, a longtime road racer who won the Daytona 200 in 2007 and raced in MotoGP for Aprilia in 2012. He was riding an Aprilia RSV4, a 200-horsepower sportbike he owns personally. Steve set a fast pace, over the first pass, through the convoluted valley, over another pass and across desert flatlands to the next gas stop. Yet there I was, loaded saddlebags and all, right on his six, bending the KTM through one familiar curve after another, enjoying the genuine pleasure of riding a highly capable motorcycle at speed on a smoothly paved, sinuous road. Crisp, precise throttle response transmitted every subtle twist of the grip to the rear wheel. Torque catapulted me out of every corner. Semi-active suspension adjusted to every change in speed, orientation and road condition, keeping the chassis stable and the tires firmly in contact with the asphalt. Massive brakes scrubbed off speed effortlessly and electronics provided a reassuring safety net. The KTM did exactly what I wanted it to and nothing that I didn’t, allowing me to ride fast yet feel relaxed, focused and confident. The only downside was that fuel economy dropped to 28 mpg!

2017 KTM Super Duke GT
The Super Duke GT’s 1,301cc V-twin is a highly evolved version of the LC8 engine that has powered KTM’s adventure bikes, superbikes and other models for years.
2017 KTM Super Duke GT
The analog tach flanked by two digital displays is a configuration KTM uses on other bikes as well. The instruments show a wealth of info and the menus are intuitive to use.

Going fast in short bursts is one thing, but we also wanted to know what it was like to spend long days in the GT’s saddle. I mapped out a big, clockwise route around the Mojave Desert in Southern California—across the Antelope Valley to the southern foothills of the Sierra Nevada, north on U.S. Route 395 to Lone Pine, south through Death Valley National Park and Mojave National Preserve, and then west toward home. My trip started and ended with rain, but waterproof apparel kept me dry. Temperatures ranged from just above freezing to the upper 50s, but double base layers and a heated jacket liner and gloves kept me warm. Gusting crosswinds were common, but I dodged the worst of them; 80-90 mph winds coming down from the Sierra shut down U.S. 395 and caused a blackout in Lone Pine just a few hours after I passed through.

2017 KTM Super Duke GT
Top-of-the-line Brembo M50 Monobloc radial 4-piston calipers are amazingly strong and offer good feel at the lever. Multi-mode cornering ABS is standard.
2017 KTM Super Duke GT
Removable saddlebags hold 30 liters apiece, just enough for a medium-sized full-face helmet.

 

My solo journey was more of a meander than a marathon—no one to keep up with, no one to keep track of. Being alone gave me the space to let my mind wander, my attention constantly shifting from the road to the instruments to the sensations in my body (a cold draft on the back of my neck, the nagging tendinitis in my elbow) to the scenery and back again. At my cruising pace, the tall-geared KTM purred quietly. The firm seat was supportive, but its square edges dug into my thighs after a while. The intuitive switchgear and menu system made it easy to adjust engine and damping modes on the fly or keep track of trip statistics, though mostly I just left everything alone and enjoyed the ride. With its low windscreen and high seat, I sat on top of the bike rather than down in it, fairly exposed to the elements rather than tucked into a protective bubble. With its powerful, lively engine and naked bike roots, the Super Duke GT provides a visceral riding experience. Not hard-edged or lacking in refinement, but certainly biased in favor of performance.

2017 KTM Super Duke GT
Over the course of 3,500 miles, the KTM 1290 Super Duke GT proved itself to be a versatile, highly competent all-around bike. It satisfies the need for speed while at the same time providing comfort, practicality, safety and a full complement of touring features.

Living with the KTM 1290 Super Duke GT for the better part of five months has underscored EIC Tuttle’s initial impressions: This is a powerful, sophisticated, exciting sportbike that you can live with day in and day out, not just for short rides or track days. But it also has the seating position, saddlebags, fuel and load capacity, cruise control, heated grips and other features to qualify as a sport tourer, with emphasis on the sport side of the equation. Several thousand miles on all manner of roads in all sorts of weather has revealed some flaws—in addition to those described above, the speedo reads too high and the low-fuel light comes on too early—but none are deal breakers. Here at Rider we love motorcycles that offer exceptional performance and handling, and we’re willing to trade some comfort, wind protection and convenience for the sort of excitement that makes us happy to be alive and traveling on two wheels.

VIDEO: 2017 KTM 1290 Super Duke GT

2017 KTM Super Duke GT
2017 KTM Super Duke GT

2017 KTM Super Duke GT Specs
Base Price: $19,999
Warranty: 2 yrs., 24,000 miles
Website: ktm.com

Engine
Type: Liquid-cooled, transverse 75-degree V-twin
Displacement: 1,301cc
Bore x Stroke: 108.0 x 71.0mm
Compression Ratio: 13.2:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 18,600 miles
Fuel Delivery: Keihin EFI w/ 56mm throttle bodies x 2
Lubrication System: Dry sump, 3.8-qt. cap.
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: X-ring chain

Electrical
Ignition: Digital electronic
Charging Output: 450 watts max.
Battery: 12V 12AH

Chassis
Frame: Chrome-moly steel trellis w/ engine as stressed member & cast aluminum single-sided swingarm
Wheelbase: 58.3 in.
Rake/Trail: 24.9 degrees/4.2 in.
Seat Height: 32.9 in.
Suspension, Front: 48mm USD fork, semi-active w/ 4.9-in. travel
Rear: Single shock, semi-active w/ 6.1-in. travel
Brakes, Front: Dual 320mm discs w/ opposed 4-piston radial calipers & cornering ABS
Rear: Single 240mm disc w/ 2-piston fixed caliper & cornering ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/55-ZR17
Wet Weight: 524 lbs.
Load Capacity: 481 lbs.
GVWR: 1,005 lbs.

Performance
Fuel Capacity: 6.1 gals., last 0.9 gal. warning light on
MPG: 91 PON min. (low/avg/high) 28.0/35.7/40.9
Estimated Range: 218 miles
Indicated RPM at 60 MPH: 3,500

Greg’s Gear
Helmet: HJC RPHA 11 Pro
Jacket: Fly Terra Trek 4
Pants: Aerostich AD1
Boots: iXS Madox

2017 KTM Super Duke GT Dyno
2017 KTM Super Duke GT Dyno Chart, performed at Jett Tuning, Camarillo, CA.
2017 KTM Super Duke GT
Badwater Basin gets all the attention, but about 550 square miles of Death Valley—more than 10 percent of the national park’s total land area—are below sea level. This sign is on State Route 190, near Furnace Creek.
2017 KTM Super Duke GT
About 30 miles south of Death Valley National Park is the Mojave National Preserve, a 1.6-million acre park filled with sand dunes, lava beds, cinder cones, rugged mountains, cholla cactus and Joshua trees. It’s bisected by the old Mojave Road, which has been used for centuries for travel and trade.
2017 KTM Super Duke GT
If you pass through Baker, California, located at the junction of Interstate 15 and State Route 127 and home of the World’s Tallest Thermometer, stop at the Mad Greek Café for a gyro sandwich and baklava.
2017 KTM Super Duke GT
The coldest temperature I saw was 34 degrees at sunrise in the Alabama Hills above Lone Pine. Every time it fell below 40 degrees the KTM flashed an ice warning—a reminder to turn up my heated gear!

10 COMMENTS

  1. This is a well written article; it really informs the reader about how the bike handles, its features and specifications. However, it doesn’t really address its central question: What’s the 1290 Super Duke GT like to live with on a daily basis?

    Aside from the information provided, one thing I’d like to know about is the “real world” cost of ownership. When I look back over the fifty years I’ve been riding, the reasons I’ve admired one bike more than another bike falls into three categories: What hit me at first, what hit me later – after at least 10 000 miles, and how it fit into the circumstances of my life. It’s that second category that could be teased out a tad more: Cost of scheduled maintenance, tire/fuel/chain consumption, access to quality dealerships, common farkles and upgrades along with other idiosyncrasies that cause my wallet to open.

  2. Appears the specs given for the KTM motorcycle in this article might be a little confusing.

    The specs say “Type: Liquid-cooled, transverse 75-degree V-twin.” The photos show a V twin mounted like a Ducati or Harley.

    From Wikipedia: https://en.wikipedia.org/wiki/Transverse_engine – A transverse engine is an engine mounted in a vehicle so that the engine’s crankshaft axis is perpendicular to the long axis of the vehicle, such as Honda CX series and several Moto Guzzis since the 1960s. Motorcycles with a V-twin mounted with its crankshaft mounted perpendicular to the frame, e.g. most Ducatis since the 1970s and most Harley-Davidsons, are said to have “longitudinal” engines.

    So please clear this up – which engine is in the KTM – a transverse or a longitudinal engine?
    Thanks!

  3. I looked at this bike, but was let down, first by the too angular styling of the fairing, UGH!, then the boring paint choices. on to the high price, the jump to a whole lot of electronics, no centerstand, the too small bags and now I read the engine dumps too much heat. Glad I passed. It went like this, first I was going to get a 1290 Superduke. Then I read the GT seemed to offer some advantages, but then the pics came out. So I found an immaculate 2013 990 SMT. with the optional center stand and aftermarket hard bags. I cant say I miss the extra top end , the engine has never bothered me with heat, and it has ABS. The excellent suspension is manually adjusted, OH DEAR!, The black paint is sharper to my eye than any paint KTM offers since, and it has a centerstand!
    I think KTM went to far, dropping the 990 line was a loss, I would rather stay with a bit smaller engine, leave the big blocks for heavy cruisers. BTW, I can not imagine wanting their upcoming parallel twin, not as long as a 950/990 still is running.

  4. I have now put just over 800 miles on 2017 GT. The engine heat is bothersome at lights on hot days. Otherwise, I don’t really notice it. The seast starts to get uncomfortable after as few hours. Contemplating getting the optional comfort seat for it. Rode it to Laguna Seca for WSBK from my home in the south Bay area. Had the opportunity to ride it on the track, Lots of fun despite the fact that it wasn’t broken in yet. I commute on it daily. So far, I’m totally enamored with the bike.

  5. Power and performance in general are incredible. Acceleration is mind boggling and handling is superb!!
    The fun factor is fantastic which is why most of us ride. Twist the throttle a bit and you will grin ear to ear!!
    Downside..comfort! The seat is too hard, even after I changed to the “comfort” aftermarket seat! The bike is also too tall for short people like me at 5’8″.
    A PIA at stoplights! After an hour on it…I’m done! Sport Tourer my ass. Take the “Tourer” out and you have it..
    I’m glad I have 3 other bikes for long rides or riding on a Sunday with Harley people!

  6. I do not find the engine heat to be any worse than my 2014 Indian Chief or My Triumph Rocket III.
    Any big displacement engine produces the enormous heat so….. ride a 350 cc Honda if you cant stand the heat in the kitchen!
    I owned a 383 ci stroker Boss Hoss with a 480 hp Corvette V8 engine upon which I sat in traffic. Talk about heat !!!

  7. Just returned from a 2000 mile round trip from UK to Majorca and back on the GT.
    The bike is awesome but not without flaws, they are fairly well documented elsewhere…long stand, too firm seat (even the upgrade) cruise control on the same side as the throttle(!) , useless mirrors above 70 etc.
    The flip side is staggering power, pinpoint handling and eye bulging brakes, looks are subjective,personally I love it…it’s unique but not in a B-King kind of way.
    I mainly did motorway riding down through France and I may as well have been on anything really apart from the fact that every time
    I stopped for fuel, people would come over and take a look or a photo. Nobody gives a second look to a Multi or a GS anymore, they are both fabulous motorcycles but they are an incredibly common sight in Europe. This bike has the X factor.
    Once I hit the Pyrenees I knew I was on the right bike, it was as if KTM had designed the roads for this bike and vice versa, it was absolutely synchronous.
    I lost count of the amount of times I caught myself laughing at the sheer euphoria of riding in motorcycle nirvana, it’s a cliche but I was literally grinning like a madman every time I boomed out of a hairpin. After two days in the mountains I felt I was on a par with Rossi or Foggy and I’m a fairly conservative rider, that’s what this bike gives you, huge confidence and belief.
    If you live within a hundred or so miles of some mountains buy this bike. It’s incredible.

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