BMW S 1000 R and KTM 1290 Super Duke R in comparison test
Who pulls the fur over whose ears??
Two different concepts, one goal: the BMW S 1000 R and KTM 1290 Super Duke R are radically trimmed for driving pleasure and pure dynamism. In the end, they are both more similar than it seems at first glance?
Are pillion comfort, luggage storage and low beam headlights important to you? Do you value range, wind and weather protection and low maintenance costs? Then close this page. Because with BMW S. 1000 R and KTM 1290 Super Duke R meet two of the hottest, most potent naked bikes here. Up to the last nook and cranny with the most sophisticated technology. For them, everything revolves around dynamics, power, and enjoying every curve. The more mundane things are not in focus here.
BMW S 1000 R and KTM 1290 Super Duke R in comparison test
Who pulls the fur over whose ears??
KTM 1290 Super Duke R at work: Tailored chassis, geometry and seating position suitable for road use. And they gave the V2, borrowed from the super sports car RC8R, more displacement and a good portion of more muscle in the right place for the purpose.
Extensive changes for the BMW S 1000 R.
It was clear that BMW would not spoil it. After all, with the high-flyer S 1000 RR you have the right athlete base in the program to drive the Austrian rival into the parade. But even if the BMW S 1000 R looks like you just tore the clothes off an S 1000 RR in Munich and put on a superbike handlebar, caution is advised. The Bavarians worked at least as meticulously on the coordination of the engine, chassis and ergonomics as the Mattighofener.
In the run-up to this, the Austrian advertising strategists outdid each other with superlatives in order to get the new KTM 1290 Super Duke R the attention it deserves and the respect it needs. There was talk of the beast, an incredible 189 kilograms dry weight, 290 km / h top speed and 180 hp. For the sprint from 0 to 200 km / h a heavy 7.2 seconds were rumored. The result is 8.8 seconds, 213 kilograms with a full tank, 272 km / h top speed and still stately 173 hp. But above all a huge 144 Nm of torque. What impressed most in the first tests, however, was not their sheer performance, but rather their sociability, the lack of any keys. So jumped as a tiger and landed as a bedside rug? Beware of hasty conclusions.
Both power nakeds on the dynamometer
BMW held back with lurid announcements of the S 1000 R. But their origins from the RR shouldn’t bode well for opponents. So who pulls the fur over whose ears? 1.3 liter twin or throttled superbike four-cylinder? There’s only one thing: into the leather and out onto the street.
Initially, however, only up to the test bench. And it spits out astonishing things: the KTM 1290 Super Duke R with 172 hp meets the paper form almost precisely. With 172 hp, the BMW S 1000 R clearly exceeds the factory specification of 161 hp, just elegant understatement or a well-run test copy? So there is a tie in terms of performance. But the torque curve of the KTM towers vastly above that of the BMW. That can be fun.
For the time being, the throttle valves are only gently tugged. Land rain, just six degrees shows the temperature display of the KTM (the BMW has none). The BMW S 1000 R and KTM 1290 Super Duke R feel their way cautiously on the streets of southern France. The KTM-Twin reveals amazing concentricity qualities in the lower speed range. However, due to the concept, the point comes below 2500 rpm where the clutch has to be used in turns in order to avoid load change shocks and unsightly hacking of the engine. Increased switching work is necessary.
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BMW S 1000 R runs smoothly even below 2000 rpm
The BMW S 1000 R masters these conditions brilliantly. Your four-cylinder runs smoothly just below 2000 rpm, picks up the gas gently like a kitten and accelerates, shifting operations are reduced to a minimum. This is why the BMW rider stalks much more relaxed on the wet roads. The clouds are already on the retreat. The streets are slowly drying up. It is amazing what a wide usable speed range the BMW offers. Turns up to 12,000 / min, not bitching around capriciously in the last gear, even just under 2000 / min.
And the nice thing: All of this goes hand in hand with enormous pulling power. In sixth gear, the BMW S 1000 R doesn’t have to fear an opponent. Not even the KTM 1290 Super Duke R. Despite its enormous torque mountains. This is less due to the weight advantage of the BMW of six kilograms, but to the significantly shorter overall transmission. At 259 km / h the BMW runs into the limiter, while the KTM could turn up to 290 km / h in the last gear. At least in theory. In practice, it ends at 272 km / h. More than enough, without any disguise.
But, hey, the streets are dry, and we’re not here to lurch around in the last aisle. Quickly stepped down two or three gears, off you go. And the KTM 1290 Super Duke R of the BMW S 1000 R is already sitting in the neck to wipe out the notch from the pull-through test.
The four-cylinder S 1000 R is not a castrated sports unit
But the engine of the BMW S 1000 R is a real shell. It’s fantastic how he masters the first gas application. How direct and crisp it depends on the gas. How greedy, almost poisonous, with colossal fire and triumphant trumpeting, he turns up. There is nowhere even a hint of weakness. The modified engine tuning with a new cylinder head with narrower ducts and modified timing did not fail to have an effect. 118 Newton meters is a peak value for the liter displacement. And in connection with the measured 172 hp, an idea that puts it on by with Japanese superbikes.
Your four-cylinder is anything but a castrated sports unit, but simply a great country road drive. Magnificently he pushes out of the hairpin bends uphill, simply – flabbergasted – pushing the next gear in with the automatic gearshift, and the BMW S 1000 R storms on. The tightly stepped transmission offers seamless connections, great. The next bend is approaching.
The finest Brembo M50 brake calipers ensure that the KTM 1290 Super Duke R always has easy-to-dose and unshakable braking power. The P4.34 Brembo calipers of the BMW S 1000 R are even more aggressive and robust in their grasp. Two fingers and little hand force are enough to elicit massive deceleration. When braking, the BMW four-cylinder staged acoustically with crackling, gibbering misfires as an evil racing engine. What a background noise!
V2 of the KTM 1290 Super Duke R looks cooler, more relaxed
But there is another sound. A dull grumble mixes in the four-cylinder sawing. The BMW S 1000 R driver looks in the rear-view mirror and discovers the grim headlights of the KTM in astonishment. Even more: it starts cheekily to overtake at the corner exit. With all the power of its colossal torque, the KTM 1290 Super Duke R comes out of the starting blocks tremendously at the exit of a curve. If the measured 142 Newton meters in the 6th gear still fizzle out in the long overall ratio, the picture in the lower gears is reversed. The Super Duke snaps powerfully from the corners. The lively 75-degree V2 is a force in this discipline and between 3000 and 7000 rpm in its element. Exactly where the happy country road hunt usually takes place. At every corner exit there is a powerful kick in the back, regardless of whether it is second, third or fourth gear. Fans of strong punch from the cellar and juicy torque will get their money’s worth here. The traction diagrams and acceleration measurements in aisles two to four speak volumes.
Despite all the powerful dynamics – the KTM-Twin never conveys hectic. Its muffled drumming V2 bass is well muffled, its reaction to throttle commands soft, not biting. The V2 looks cooler, more relaxed than the white and blue adrenaline bolt that literally incites its pilot.
More relaxed sitting on the KTM, more active on the BMW
The BMW S 1000 R is more aggressive, more direct, more immediate. The seating positions also match these characters. A little higher, upright, relaxed with the KTM. Handlebars and seat height lower, crouched and oriented more towards the front wheel, more active on the BMW. The chassis are similar. The KTM 1290 Super Duke R earns praise for the easy turn-in, well-coordinated suspension elements that ensure proper feedback, and for the sovereign way with which it draws its radii.
The BMW S 1000 R, however, is still a bit more manageable, especially when changing lean angles quickly: Finds more natural in deep lean angles, offers crisper steering behavior and a bit more feedback. This makes it appear wirier and more thirsty for action than the KTM 1290 Super Duke R, which is also convincing in terms of chassis technology.
But either way, both the BMW S 1000 R and the KTM 1290 Super Duke R play at the highest level. And because the chassis play along nicely, you naturally turn the accelerator hard. Not much can happen, there is a lot of electronics on board that help prevent damage to the corridor.
Sports package for BMW S 1000 R costs 790 euros
The ABS of the KTM 1290 Super Duke R has an additional Supermoto mode in which the rear wheel ABS is switched off for braking drifts. Three driving modes are on board: Sport, Street and, with reduced power, Rain. The traction control regulates gently and safely in all levels. However, it also consistently prevents any approach of a wheelie. Only when the traction control is switched off can the wonderfully controllable power be converted into wonderfully long wheelies. However, especially in first gear, the driver should meet the force of the Newton meters with the necessary respect. The throttle flaps opened too impetuously, and the KTM mercilessly slams the tank in front of the driver’s visor while making manikins. Not to mention that such a torque lobe in an inclined position will eventually overcome the famous grip on the rear wheel of the KTM 1290 Super Duke R and quickly force the over-motivated rider into the dust.
The electronics of the BMW S 1000 R not only satisfy the play instinct of its pilot much better with its considerably easier operation. At least if he has bought the sports package with traction control DTC, cruise control, automatic gearshifts and the additional driving modes Dynamic and Dynamic Pro as standard equipment (Rain and Road driving modes, ABS and stability control ASC) for 790 euros. Then the fun post goes off. If Rain and Road keep the front wheel reliably on the ground, Dynamic already allows creamy wheelies. Dynamic Pro, which has to be activated via a separate plug under the seat, puts the amount and duration of the wheelie entirely in the hands of the driver and, in addition to stoppie detection, also stops the rear wheel ABS. It is also fantastic what the semi-active DDC chassis with its various setting options (in the sports package, 910 euros) filters out of pitted asphalt surfaces and still ensures amazing stability.
There has never been more dynamism and power without disguise
Although the WP spring elements of the KTM 1290 Super Duke R also offer good road holding thanks to the wide adjustment range, they are generally more committed to stability than comfort. And KTM does not offer an electronic chassis for money or good words. But hardly diminishes the tremendous fun that the Donnerbolzen offers in a relaxed way. A look at the price tag may create that. 15,495 euros are an announcement. Even for the currently most potent, dynamic and at the same time most sociable twin in a street suit, which the KTM 1290 Super Duke R is without question.
Especially in view of the competitive price of 12,800 euros for the BMW, which even with the sports and dynamics package remains a good 1000 euros under the KTM. But regardless of whether you are a twin or four-cylinder fan, there has never been more dynamism and power and thus more fun without disguise.
BMW S 1000 R.
Bmw
At first glance, the BMW S 1000 R looks like a stripped S 1000 RR, but it has undergone far-reaching modifications.
engine
| type design |
Four-cylinder four-stroke- In-line engine |
| injection | Ø 48 mm |
| coupling |
Multi-disc oil bath- clutch (anti-hopping) |
| Boron x stroke | 80.0 x 49.7 mm |
| Displacement | 999 cc |
| compression | 12.0: 1 |
| power |
118.0 kW (161 hp) at 11,000 rpm |
| Torque | 112 Nm at 9250 rpm |
landing gear
| frame |
Bridge frame aluminum |
fork
Ø 46 mm
mass and weight
| wheelbase | 1439 mm |
| Steering head angle | 65.4 degrees |
| trailing | 99 mm |
| Front / rear suspension travel | 120/120 mm |
| Seat height ** | 820 mm |
| Weight with full tank ** | 207 kg |
| Payload ** | 200 kg |
| Tank capacity / reserve | 17.5 / 4.0 liters |
| Service intervals | 10,000 km |
| price | 12,800 euros |
| Price test motorcycle | 14,500 euros² |
| Additional costs | 390 euros |
| ** MOTORCYCLE measurements; ²incl. Sports package (790 euros), consisting of: shift assistant, DTC, cruise control and Driving Modes Pro; Dynamic package (910 euros), consisting of from: DDC, heated grips, engine spoiler and LED turn signals |
MOTORCYCLE readings
| Top speed * | 258 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.3 sec 4.9 sec 8.1 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
2.8 sec 2.9 sec 2.8 sec |
| Consumption country road / 100 km | 5.6 liters |
| Reach country road | 313 km |
| * Manufacturer information |
KTM 1290 Super Duke R.
Jahn
Everything new: The only thing the KTM 1290 Super Duke R has in common with its predecessor is the engine base.
engine
| type design | Two-cylinder four-stroke- 75 degree V engine |
| injection |
Ø 56 mm |
| coupling | Multi-disc oil bath- clutch (anti-hopping) |
| Boron x stroke |
108.0 x 71.0 mm |
| Displacement |
1301 cc |
| compression |
13.2: 1 |
| power | 127.0 kW (173 hp) at 8870 rpm |
| Torque |
144 Nm at 6500 rpm |
landing gear
| frame |
Steel tubular frame |
| fork | Upside-down fork, Ø 48 mm |
| Steering damper |
hydraulically |
| Brakes front / rear |
Ø 320/240 mm |
| Systems assistance |
ABS, traction control |
| bikes |
3.50 x 17; 6.00 x 17 |
| tires |
120/70 ZR 17; 190/55 ZR 17 |
| Tires |
Dunlop Sportsmart 2 |
mass and weight
KTM went to work consistently when creating the 1290 Super Duke R: Tailor-made chassis, geometry and seating position suitable for road use.
| wheelbase |
1482 mm |
| Steering head angle |
65.1 degrees |
| trailing |
107 mm |
| Front / rear suspension travel |
125/156 mm |
| Seat height ** | 830 mm |
| Weight with full tank ** |
213 kg |
| Payload ** |
193 kg |
| Tank capacity / reserve |
18.0 / 3.5 liters |
| Service intervals |
15,000 km |
| price |
15,495 euros |
| Price test motorcycle |
15,495 euros |
| Additional costs |
200 euros |
| ** MOTORCYCLE measurements |
MOTORCYCLE readings
| Top speed * | 290 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.3 sec 4.9 sec 8.8 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.4 sec 3.4 sec 3.8 sec |
| Consumption country road / 100 km |
6.3 liters |
| Reach country road |
286 km |
| * Manufacturer information |
MOTORCYCLE measurements
For connoisseurs: Even at the end of the day, you don’t get off either with aching bones.
Tensile forces
TRILLION
The tensile forces of the BMW S 1000 R and the KTM 1290 Super Duke R..
What matters is what comes out at the back. Or in this case: what matters behind. On the wheel. Traction, namely. And the picture is astonishing with the BMW S 1000 R and KTM 1290 Super Duke R. Because it’s not just about the performance, but also about the translation.
The KTM 1290 Super Duke R is geared up to a good 290 km / h in sixth gear. Which noticeably reduces the speed level and thus also traction – especially at low speeds. But while the transmission of the BMW S 1000 R is rather tightly stepped, like that of an athlete, the spread of the gear steps is wider on the KTM. This means that the gears do not go that far in terms of speed, and the speed jumps between the gears are greater, but the tractive effort increases the more the lower the selected gear is.
In fourth gear, KTM and BMW are already on par in terms of tractive power. And in all the corridors below, the picture is completely reversed. In connection with its horrific torque, the KTM 1290 Super Duke R generates a lot of tractive power in the first three gears, as the illustration of the second gear clearly shows. At 50 km / h the KTM is around 3250 Newton, the BMW S 1000 R at 2500 Newton. So an increase of 30 percent. The measurements of the uphill passages from a bend from 50 km / h impressively underline what the KTM driver feels as a powerful kick in the back.
Performance measurement
TRILLION
The performance measurement of the BMW S 1000 R and the KTM 1290 Super Duke R..
Two concepts, one result: stalemate in terms of top performance. Much more counts what happens in torque. It is impressive how high the torque of the KTM 1290 Super Duke R hovers. But it comes from 1.3 liters displacement. It is against this background that the performance of the BMW four-cylinder becomes clear. Four-cylinders have an advantage over twins in terms of liter output, but the specific output values of the BMW S 1000 R are impressive: 172 hp and 118 Nm per liter compared to 132 hp and 109 Nm per liter for the KTM, which is one for a street twin rams the appropriate stake into the ground.
Conclusion
BMW S 1000 R.
What a driving machine, direct, agile, a powerful dynamic. Greedy sound, great handling, brutal braking, active seating position. And in addition a magnificent four-cylinder, combined with electronic helpers that leave nothing to be desired. And if the competition doesn’t struggle, then at the latest when it comes to the price.
KTM 1290 Super Duke R.
Not evil, not beastly. And yet a powerful caliber, it can be both a relaxed companion and a piste pig. V2 charm included. The start of the 1300 is a show, as is its revving. Not that cheap, however, and the electronics repertoire is not as sophisticated as its competitor.
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