KTM 690 Duke R: PH2
Regular 690 Duke a little soft for you? KTM has a solution
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Taking the 690 Duke as a base, the R version adds a lick of funky orange paint to the frame and wheels, uprated fully adjustable WP suspension, an Akrapovic end can (which gives the engine another 2hp) and some pretty clever tech. To go with the uprated Brembo M50 monobloc caliper on the front, the Duke R's ABS and traction control system is linked to a four-axis gyroscope, making it the first middleweight to feature angle-sensitive ABS and TC. Add to this variable fuel modes and KTM's Motor Slip Regulation (MSR) system, which automatically raises the revs to stop the rear hopping under hard braking, and you have quite a potent package. Not to mention a £8,999 price tag, which like the £7,699 690 Duke model does on paper seem a little steep when compared to the competition.
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R marked out from 690 Duke with even more orange!
While on the face of it most of the Duke R's modifications seem fairly minor, when you go from the stock Duke to the R they feel like two very different machines. The uprated suspension on the R is not only set firmer in its damping, it also sits higher in its stroke, increasing the R's seat height by 30mm and giving the bike a feeling of purpose. Add to this the higher pegs (which are adjustable in their position) and as soon as you sit on the R it feels sportier and far more aggressive than the relaxed Duke.
The altered riding position and firmer seat makes it a less comfortable place to be over distance, but if you are looking at actually riding the bike hard rather than pottering around, the Duke R instantly gives the impression of being ready for action. And once you get going this feeling is only heightened.
Road riot
We rode the R on both the road and track, as well as back-to-back with the base model; it is certainly a far more competent machine when the pace gets going. After attacking a series of downhill road corners on the Duke, its single Brembo caliper was starting to feel a little overworked, leading to a spongy feeling at the lever. Repeat the process on the R and there is a clear improvement, the uprated monobloc caliper offering far more in terms of braking power and feel when pushed. Also, when the corners tighten the standard Duke tends to run out of ground clearance as its extremely competent chassis makes you push harder than its low pegs allow, where the R's increased ground clearance gives you some welcome extra angle. As a back road blaster, the Duke R's powerful single cylinder motor (which does feel slightly more spirited thanks to the freer flowing exhausts pipe) and stiffer suspension makes it an absolute riot to ride and far more assured and sporty than the stock model. A feeling that continues on track.
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Track is where the R really shines over the 690
To be honest, on the road I turned off the R's traction control system (not that I was pulling wheelies...) and it's not that often you can push hard enough to activate the ABS, especially when surrounded by big mountain drops. On track, however, it is a different story. The track KTM selected for us to ride was fairly tight with three second-gear bends that came after fourth-gear straights, so plenty of opportunity to hammer the brakes and TC.
I have to say, angle sensitive ABS is the modern motorcycling miracle as it allows you (rightly or wrongly) to simply rely on the system and hold onto the front brake lever deep into bends. On the track the system performed brilliantly and while I did get it to cut in a few times under heavy braking on a dirty part of the track, mid-bend it didn't seem flustered at all. Big singles do like to lock their rear wheels up under hard braking and down shifting, but the combination of the Duke's slipper clutch and MSR meant that even the most aggressive down shifting only resulted in a pleasing squeak from the rear (tyre, not any part of my body) and a controlled corner entry. On exit I saw the TC light flash up a few times, so that probably saved a moment, but in general the Metzeler M7 RR tyres were providing more mechanical grip than the 75hp engine could overcome. Not that I'd like to test this theory in practice...
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Single cylinder has compromises, but it's a great bike
Like the 690 Duke, the R's sticking point is its price. At £8,999 the R is against the likes of the Yamaha MT-09 (which has non-angle sensitive ABS and TC for 2016 as standard and costs £7,349) as well as the Triumph Street Triple R (£8,199) and in some ways even the BMW S1000RR as it is only £1,000 more in base form. That's tough competition. If you like the charms of a single cylinder, personally I'd stump up the extra £1,300 to have the R over the stock Duke as its electronics package is very impressive.
But would I have it over a larger capacity, multi-cylinder competitor? That depends on what you want. As a back road blaster and tight circuit specialist, the Duke is a hoot, brilliant fun to ride and very light and agile. As a practical machine, it is certainly more limited than its more powerful multi-cylinder rivals. But that's the issue a single is always going to have...
KTM 690 DUKE R
Engine: 690cc single, SOHC, 4v
Power (hp): 75@8,000rpm
Torque(lb ft): 55@6,500rpm
Top speed: 120mph (est.)
Weight: 1478kg (dry)
MPG: 50 (est.)
Price: £8,999
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