KTM 990 Super Duke R

KTM 990 Super Duke R

NOT SO MUCH

RATINGS:
Overall rating: 4.5/5.0
Engine/Drivetrain: 4.5/5.0
Chassis: 5.0
Price, Packaging and Practicality: 2.5
X-factor: 5.0

OVERVIEW
KTM's 990 Super Duke R takes the Austrian firm's potent road-based Super Duke and sharpens it even further, with altered steering geometry, a reworked cylinder head, titanium nitride-coated forks, new Keihin fuel-injection, a WP steering damper, a sharp orange on black colour scheme, some carbon-fibre bling, and an Akrapovic exhaust as standard - unprecedented, according to KTM.

KTM also replaced the intake and exhaust ports and threw in 41mm titanium valves, along with valve springs and injectors from KTM's RC8 sportsbike. Larger (up 4mm to 52) but lighter throttle bodies, lighter pistons and conrods and a new ECU round out the tweaks, the latter allowing the bike to rev a little higher than the standard bike.

KTM is claiming a walloping 125 rear wheel ponies - that's around 15 more than the standard Super Duke. Very impressive without altering any of the fundamentals such as bore and stroke and the compression ratio.

PRICE AND EQUIPMENT
No one ever accused the standard 990 Super Duke of being dull or - at $19,999 plus ORC - overly cheap. But in any market there are always a few punters after that little bit more - more performance, greater exclusivity, higher allure. When it comes to KTM's Super Duke, that niche is addressed with the Super Duke R.

The shaper of the two siblings features a fully adjustable WP rear monoshock, but it's 10mm longer than the standard bike's shock, and it pitches the solo seat (another point of difference) up by a further 15mm. The result, says KTM, is even sportier handling and steering, which is tempered by the addition of an adjustable WP steering damper. Carbon-fibre heel guards and exhaust heat shields lend a touch of class, and complement the orange chrome-moly trellis frame and matt black bodywork to achieve a thoroughly sinister stealth fighter look.

You pay a $21,995 premium for all these changes and upgrades, but in the eyes of those who can afford it, that - and the extra spirited ride it delivers - will be worth the extra wad.

ON THE ROAD
So we've got 125hp, a claimed dry weight of 186kg (same as the standard Super Duke), and more aggressive steering geometry - more aggressive than a base model bike that relishes every opportunity to bare its fangs in the first place. It sounds like a recipe for unbridled hooliganism, and it is. From the moment you hop aboard, and straddle its lofty 865mm seat, you're left in no doubt you're atop a narrow-focus machine.

The seat is plank hard - trips of more than a few hours are, shall we say, character building. The wide bars place you in a feeling of total command, and the minimalist bodywork and functional instrumentation all point towards its sole objective - to get you up a twisty bit of road as quickly as possible, with the maximum concentration of adrenalin coursing through your veins.

However, upon stabbing the starter, I found the Akrapovic exhaust system was really quite subdued. It still has a healthy V-twin rumble to it, but it's a far cry from the "race use only" systems that have been chipping away at neighbourly relations in recent years. Throw in its evil black bodywork, and the R is something of a street sleeper - but all that changes when you snick first, give it some revs and ease out that clutch. Yes, the R may walk softly, but it sure as hell carries a big stick...

This bike would have to be one of the most exciting machines I've ridden in recent years. I'm sure its low and mid-range torque has the potential to alter the earth's orbit, and when the power takes over it just doesn't let up in the majority of its six gears until you're bouncing off the rev-limiter. By this time you'll either find yourself in the next state -- or the next gaol.

It takes a mere blip of the throttle to send that front Marchesini rim skywards, and similarly the awesome Brembo front brakes have ample power and feel to do likewise to the rear. I'm not claiming I can perform either circus trick with anything nearing aplomb, but if you can, you won't be left disappointed.

The fully adjustable WP suspension package, comprising monoshock and USD TiN-coated fork, was stiff as a board around town, but on a twisting road through the Dandenong Ranges to Melbourne's east, it all began to make sense. This thing cuts through a corner with laser precision.

You can tip the thing on its ear in an instant, and then it'll track a rock-solid arc through a bend you simply have to feel to believe. Ground clearance is ample, although judging by 'pre-loved' state of the Pirelli Diablo Corsa III tyres on our test bike - and the scrape on the base of the sidestand and gear lever - it's limits can be found, cojones permitting.

The gear shifting is slick and the clutch is progressive but not overly heavy. I did, however, find the R displayed a tendency to hunt on a steady throttle around town - not uncommon on a performance V-twin, and annoying at sedate speeds, but like the firm springs the characteristic melts away when you're up it for the rent, which is where its maker intended this bike to be.

At 13.3km/lt it's a thirsty beast - no surprises there - and capable of a real world range of about 220km. Your backside will appreciate the break when that fuel stop rolls around. The only other downsides I picked up comprised the sidestand, which is difficult to hook from under the footpeg, and its steering lock - it's okay, but it's less than you'd expect of a naked machine like this.

So no - despite the ample legroom and upright ride position, the Super Duke R isn't a practical ride, but then 'practical' is something the R was never intended to be. If you're after an unadulterated track day scalpel, the Super Duke R - especially one with bulk horsepower like this - will deliver the goods, and then some.