2017 KTM 1290 Super Duke GT Redesign, Specs And Review. The GT brings a number of electronics previously unavailable on the SDR, together w...
2017 KTM 1290 Super Duke GT Redesign, Specs And Review. The GT brings a number of electronics previously unavailable on the SDR, together with a semi-active suspension, Cornering ABS, cruise control, heated grips and KTM’s first quickshifter. The GT also receives as standard equipment electronic tire-pressure monitoring, self-canceling turnsignals and LED cornering lights.
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| 2017 KTM 1290 Super Duke GT Review |
2017 KTM 1290 Super Duke GT Engine
The Super Duke R is blessed with one of the biggest motorcycle engines ever, and also the GT gets a revised version of KTM’s 1301cc V-Twin engine. It’s purported to push out your same 173 crank horsepower and 106 lb-ft of torque as the SDR, but it really hits its torque peak 1000 revs sooner (6750 rpm) and it is said to have at least 86 lb-ft offered by just 3250 rpm. Credit a whole new cylinder head with narrower intake ports and reshaped combustion chambers.
Moreover, the engine was necessary to meet tough new Euro 4 emissions regulations (40% less pollution than Euro 3, according to KTM’s Erich Friedl), hence the GT features a new pre-muffler and catalyst beneath the engine, plus a new stainless muffler with internal flapper valve that boasts seven maps to moderate noise emissions for those six gears plus neutral. Friedl says that tuning in smooth drivability while meeting Euro 4 emissions is quite challenging.
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| 2017 KTM 1290 Super Duke GT Engine |
Everything that said and that we haven’t yet gotten towards the new bones of your GT. The headlight is pushed forward and placed on a nylon composite bracket which also supports the sharply angled the, windscreen and fairing VDO instruments we’re used to seeing on KTMs. Fuel capacity is upped from 18 liters to tour-worthy 23 (6.1 gallons). On the rear, a bespoke subframe is built from aluminum tubes, a structure that supports a longer pillion saddle and integrated mounts for the saddlebags developed internally by KTM as opposed to using off-the-shelf bags. The panniers are optional in Europe but standard in America.
Ergonomically, the GT’s 25mm-wider handlebar places hands 5mm beyond the SDR. Further adjustments can be found by reversing the handlebar clamp, which brings the bar ends 12mm closer to a rider, along with the clamp even offers a different mounting hole that provides another 10mm of adjustment. And, just like any one-piece handlebar, it may also be rotated in its clamp to match individual taste. Footpegs both for pilot and pillion have already been lowered for extended legroom. Nubs for shifter and brake pedal may be set to 3 positions to fit feet of numerous sizes, and both hand levers are adjustable for reach.
2017 KTM 1290 Super Duke GT Redesign
The suspension’s Comfort mode is amazingly plush in normal use and automatically dials in firmer damping when ridden more aggressively. It’s fine around in regards to a seven-tenths pace when it starts to feel too loose. WP claims its active damping valves adjust within just 10 milliseconds.
Street and Comfort modes have anti-dive programming that keep your longish-travel suspenders (4.9 inches in advance; 6.1 out back) from pitching awkwardly. Surprisingly, Sport mode doesn’t use the anti-dive technique of the other modes, causing noticeably more front-end dive. It has the main benefit of steepening the rake angle and delivering slightly easier turn-in response, having said that i preferred the even-keel balance of Street mode. The Game mode has baseline damping the same as the SDR but automatically adjusts itself through a range according to ridingspeed and magnificence, etc.
When conversing about any Super Duke, meaty engine performance is definitely portion of the story, and so it is to use the GT. Big power comes all the way through, pulling smoothly and strongly from 3500 rpm, allowing a rider to operate a gear and even two taller than may be optimal. The knockout punch comes into play at about 6500 revs when a tidal wave of torque threatens to loft the front end without additional provocation towards the bottom three gears.
The V-Twin’s exhaust note is sweet and mean, having a stimulating burble on overrun. The noise in the titanium Akropovic slip-on doesn’t sound much different from your OEM muffler. It’s no issue at cruising speeds, though vibration from the 75-degree Twin could possibly get intense at high rpm. It’s spinning at 5000 rpm at 85 mph. The footpegs do without vibe-defeating rubber inserts, which reveals that problematic vibration wasn’t evident during the GT’s developmental stage.
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| 2017 KTM 1290 Super Duke GT Tes |
2017 KTM 1290 Super Duke GT Performance
The GT’s braking performance is exceptional, using Brembo’s stellar M50 monoblocks i adore on every bike they’ve been fitted to. Furthermore, the bike’s Bosch MSC includes Cornering ABS, that can take the bike’s lean angle into account. Perhaps you’re one of those old-school relics who think they’re so talented they can operate brakes superior to your personal computer. One journalist who thought that ended his day on his ass after tucking the GT’s front-end entering a corner too hot. Technological progress has advanced the condition of the ABS art to amazing new levels.
And that’s a part of one of many GT’s few shortcomings. KTM links those to the ride modes, though competitors from Europe allow independent adjustments of the majority of of the electronic rider aids. So, should you prefer the throttle response of Street mode, you’re bound to its associated TC setting that is too intrusive for my tastes and virtually nullifies any wheelies, for instance.
If you want the TC off, you’ll need to also take care of no MSR, additionally, traction control and MSR are linked, so. Meanwhile, Ducati typically provides eight amounts of TC, that may be set independently, and three quantities of Engine Brake Control that may be set individually. KTM allows a rider to change off TC, which is nice if, say, you’re a wheelie hound, however it always switches itself back on when the engine is shut down, even if leaving the true secret switched on, necessitating another trip from the menu system.
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| 2017 KTM 1290 Super Duke GT Style |
2017 KTM 1290 Super Duke GT Features
A potential foible for traditional sport-touring riders is definitely the GT’s wind protection. Even though the windscreen’s adjustment could be conveniently done about the fly to seven positions, it will come up short on coverage in comparison to a typical sports tourer. With the screen placed in its highest position, wind hits me (at 5-foot-8) firmly at shoulder height.
Ergonomically, the GT’s layout is near suitable for my body and preferences. I liked the slight forward lean that feels sporty but places hardly any pressure on my small wrists. usually the one-inch wider handlebar delivers the leverage to quickly bend the GT into corners both slow and fast. Legroom is plenty adequate, along with the seat never caused discomfort. Long-distance riders might choose to consider springing for your accessory comfort seat that coddles a butt in plushness and contains a three-position heating element. It comes at the price of being about 10mm higher along with a price yet to get determined.
Standard features that deserve praise will be the handy tire-pressure-monitoring system that supplies readouts from the LCD menu screen and incorporates a warning light about the primary screen if pressures drop critically low. We also appreciate the inclusion of self-canceling turn signals that automatically switch off after 10 seconds (the time ceases counting once the bike is stopped) or 150 meters, whichever comes first. Optional Hill Hold Control ($225) releases and engages smoothly and it is a good feature for any individual with short legs or who is carrying a passenger or heavy load. Oddly, it switches itself off and releases the brake after five seconds.
And then there’s electronic cruise control which we’ve visit regard as necessary equipment for any bike made for touring use. The KTM’s may be that is set in third gear or higher and is also noteworthy for allowing set speeds to be as much as 125 mph!
Talking about high speeds, it’s worth mentioning KTM has generated a speed limit for riding the bike when provided with saddlebags. We experienced some weave when caning the 1190 Adventure and 1290 Super Adventure at speeds above 100 mph when fitted with panniers when you recall from my epic 9-bike Sport-Adventure shootout a year ago. For the GT, KTM says speeds ought to be kept below 113 mph together with the bags. I managed to exceed 125 mph without having stability issues. No, I didn’t attempt to set the cruise control! Much like the SDR, the GT is equipped with a WP steering damper.
Even though the GT’s MSRP hasn’t yet been set, it’s supposed to retail right round the $20,000 mark if it becomes for sale in the U.S. in September or October. At this price, it’ll talk about $2800 more dear than its older brother. Even though one certainly could tour with a Super Duke R by tossing on some bags as well as a windscreen to make a facsimile in the GT, you’d need to do without highly desirable features like active suspension, cruise control, adjustable wind protection and tire-pressure monitoring.
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