Test KTM 990 Super Duke R
The Super Duke R has been a real challenge so far. Now the Austrians have spiced them up with an extra helping of horsepower.
Caution snappy. You should stick this sticker on the tank. Where all other bikes warn that riding without a helmet is dangerous.
But what does saddle mean? Let’s just call it the seat. Or more aptly: assigned corner. It’s about as comfortable as an iron girder that is padded with a sticker. Why it is like that? Sure, the birthplace of the sharp R version is the race track. And there you want crystal clear feedback? the feeling as if the nerve endings of the body were directly woven into the asphalt. In the case of the R-Duke, the Austrians also succeeded. The shock absorber and fork are so tightly matched that the driver can feel the exact difference between pebble and pea.
The Super Duke R is the motor-mechanical personification of the terms consequent, uncompromising, greedy and aggressive. You realize that when you stand in front of her. And even clearer when it roars from the stainless steel pipes for the first time at the push of a button. Every tiny turn of the smooth throttle grip is answered by the engine spontaneously and digitally by revving it up. It feels like the petite V2 in its displacement class has a crankshaft that should actually rotate in a 50cc. The almost weightless feeling is not deceptive. In order to safely enable higher speeds (10500 rpm instead of 9600 rpm), the crankshaft has been lightened and at the same time the valve train has been slimmed down: the intake valves are three millimeters larger, but weigh less? Thanks to Titan.
Twelve more horsepower. Changes: 41 inlet valves and inlet channels, combustion chamber design, mapping, camshafts, manifold routing and diameter changed, 52 throttle valves, reduced flywheels, more effective cooling circuit.
Sure, it’s only about a few grams in the end. However, this difference is palpable. The Vau turns up even more willing than before. Reacts greedily, more quickly and unconditionally to gas commands. And implements them relentlessly. In everyday life this means: idling is so volatile that at the traffic lights you constantly have the feeling that the Duke’s heart could suddenly stop. Then pull the clutch? a job that requires at least three fingers ?? and go: from 6000 rpm, the newcomer pumps so much energy backwards that it becomes incredibly easy at the front. You ride wheelies more often than planned. And that also in second gear. The throttle response is extremely rough, however, and the engine doesn’t like speeds below 3000 rpm at all. Just as little as 30 km / h zones. Compared to the basic model, the R version produces twelve more horsepower. The maximum torque of 103 Nm has remained, but is a good 1000 rpm later in the R version.
Overall, the ?? normal ?? stronger in the middle. The slightly larger flywheel makes your engine more relaxed, more relaxed and suggests more punch. In other words: the R version stamps the normal Super Duke as a touring motorcycle. It is actually so sharp that with every ride you run the risk of redefining the laws of the road traffic regulations in favor of driving pleasure.
Let’s get to the core question: Who needs something like this? The Super Duke R is the ideal addition for people who prefer to spend the night on nail boards, have their body massaged with full contact kung fu and make sandwiches with samurai swords ?? in short: it kicks a lot. And that doesn’t mean a kickback. This motorcycle is the best medicine for all gas sufferers. And actually belongs on the racetrack. It is probably for this reason that KTM initiated the Duke Battle racing series. There the R can be moved appropriately.
Technical data KTM 990 Super Duke R
Water-cooled two-cylinder four-stroke 75-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 48 mm, regulated catalytic converter, 450 W alternator, 12 V / 11 Ah battery, Hydraulically operated multi-disc oil bath clutch, six-speed gearbox, X-ring chain, secondary ratio 38:16.
Bore x stroke 101.0 x 62.4 mm
Displacement 999 cm³
Compression ratio 11.5: 1
Rated output 97.0 kW (132 hp) at 10,000 rpm
Max. Torque 102 Nm at 8000 rpm
Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, steering damper, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm , Four-piston fixed calipers, rear disc brake, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Pirelli Diablo Corsa III
Dimensions + weights
Wheelbase 1450 mm, steering head angle 67.3 degrees, caster 94 mm, suspension travel f / r 135/150 mm, seat height * 870 mm, weight with a full tank * 203 kg, payload * 184 kg, tank capacity / reserve 18.5 / 2.5 liters .Warranty two years
Service intervals every 7500 km
Colors black / orange
Price 13795 euros
Additional costs 250 euros
(Values in brackets: 990 Super Duke) Performance
Top speed 1240 km / h
0 100 km / h 3.2 (3.4) sec
0 ?? 140 km / h 5.1 (5.4) sec
0 200 km / h 10.0 (11.0) sec
60 ?? 100 km / h 3.8 (3.8) sec
100 ?? 140 km / h 4.0 (3.7) sec
140 180 km / h 5.0 (4.0) sec
Effective (display 50/100) 48/95 km / h
Country road 5.8 l / 100 km
at 130 km / h 5.7 l / 100 km
Theor. Range road 319 km
Performance increase ?? but only in the upper speed range
Processing at a very high level
Suspension set-up extremely hard
Throttle response extremely rough
Very little seating comfort
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