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2018 KTM Super Duke 1290 GT Price and Reviews

2018 KTM Super Duke 1290 GT Price and Reviews

2018 KTM Super Duke 1290 GT Price and Reviews- But it really would be unfair to think about the GT as an R with a windscreen or dashboard, as it underwent a cornucopia of changes: KTM claims the GT’s development required more than 31 man-years of work. That might sound a lttle bit hyperbolic until all the updates are added up.

2018 KTM Super Duke 1290 GT Price and Reviews

2018 KTM Super Duke 1290 GT Price and Reviews

The GT brings a sponsor of electronics previously inaccessible on the SDR, along with a semi-active postponement, interruption, Cornering ABS, cruise control, heated grips and KTM’s first quickshifter. The GRAND TOURING also receives as standard equipment electronic tire-pressure monitoring, self-canceling turnsignals and ADDED cornering lights.
All that said and we haven’t yet gotten to the new bones of the GT. The headlight is pushed forward and attached on a nylon amalgamated bracket that also facilitates the sharply angled fairing, windscreen and the VDO instruments we’re familiar with viewing on KTMs. Fuel capacity is upped from 18 liters to tour-worthy twenty-three (6. 1 gallons). In the rear, an unique subframe is built from aluminum tubes, a framework that supports a much longer pillion saddle and built-in mounts for the saddlebags developed internally by KTM rather than using off-the-shelf bags. The panniers are optional in Europe but standard in North America.

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2018 KTM Super Duke 1290 GT Price and Reviews

2018 KTM Super Duke 1290 GT Price and Reviews

Ergonomically, the GT’s 25mm-wider handlebar places hands 5mm higher than the SDR. Further adjustments are available by reversing the handlebar clamp, which brings the bar ends 12mm nearer to a rider, and the clamp also offers an alternate mounting hole that delivers another 10mm of modification. And, as with any one-piece handlebar, it can even be rotated in its grip to suit individual preference. Footpegs for both initial and pillion have recently been lowered for extended space. Nubs for shifter and brake pedal can be set to three positions to accommodate feet of different sizes, and both palm levers are adjustable for reach.
I started out our ride in Sport method and with the WP semi-active suspension toggled to its Comfort setting, both fairly easily navigable when the system is learned via the four buttons on the left switchgear. Sport mode has reasonably easy throttle response and also allows modest wheelies if they’re smoothly pulled. The quickshifter programming proves to be excellent for streets use, adapting to the fact that bike is ridden with a few ride-by-wire throttle control, alternatively than just simply trimming fuel and spark, when the interior mechanism is nudged.

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The suspension’s Ease and comfort mode is amazingly lavish in normal use and automatically dials in more firm damping when ridden more aggressively. It’s fine up to with regards to a seven-tenths rate when it commences to feel too loose. WP claims its active diffusing valves adapt in a matter of 10 ms.