EVO vs. R: What the EVO Adds to the Super Duke R

The 1390 Super Duke R and 1390 Super Duke R EVO share the same engine, frame, swingarm, brakes, and core electronics package. The difference lies in the suspension and a few important details. The R uses fully adjustable WP APEX suspension that the rider sets manually. The EVO gets third-generation semi-active WP APEX SAT, which controls both fork and shock automatically and in real time, without rider intervention. This is not simply a comfort feature for riders who do not want to adjust their suspension. It is the more precise system for riders who want maximum consistency on the racetrack without having to turn clickers during a session. The EVO also gets a self-bleeding Brembo clutch master cylinder, eliminating the need to fill or bleed the hydraulic system. The premium over the Super Duke R is around EUR 2,000: the R starts at EUR 21,499, the EVO at EUR 23,499, both before ancillary charges.

Engine: 190 hp, 145 Nm, Cam Shift – the Most Powerful Production V-Twin Sport Bike on the Market

The 1,350 cc LC8 V-twin uses a 75-degree cylinder angle, 110 mm bore, and 71 mm stroke, and produces 190 hp at 10,000 rpm and 145 Nm at 8,000 rpm. Cam Shift, KTM’s two-stage intake-cam control, optimizes power delivery across the rev range. At lower rpm, the system switches to the milder cam profile for smoother response and finer manageability. At higher rpm, it changes to the aggressive profile for maximum output. Twin ignition, Keihin EMS, Ride-by-Wire, a slipper clutch, six-speed transmission, 525 X-Ring chain, Euro 5+, and a stainless-steel silencer with two catalytic converters complete the package.

That is what separates the LC8 from an inline-four: torque right from the start, strong power throughout the rev range, and a distinctive soundtrack. It is not an engine that needs extreme rpm before it starts producing serious performance.

WP APEX SAT Gen 3: 750 Grams Lighter, Faster Response, DCC Compression Valve, Auto Preload

Third-generation WP APEX SAT is fitted at both ends of the EVO. The development goal was more precise and more consistent damping at higher suspension frequencies while retaining the full adjustment range possible with electronically controlled valves. The result is a fork that is 750 grams lighter than the unit on the 1290 Super Duke R EVO and also reacts faster. The rear shock uses a DCC, or Digitally Controlled Compression, valve. A sensor in the shock base measures both suspension travel and acceleration, allowing more precise valve control. The automatic preload adjuster has its own travel sensor and can calibrate itself.

Suspension travel is 125 mm front and 140 mm rear. Seat height is 834 mm, ground clearance 149 mm, wheelbase 1,491 mm, and steering-head angle 65.3 degrees. The semi-active baseline differs from the GT. Where the GT gets a Comfort mode optimized for touring, the EVO is calibrated around sport and racetrack performance. Seat, brake lever, clutch lever, and switchgear are fully adjustable. Reverse shift pattern is possible, and shift-lever travel can be adjusted. This is race-bike adjustability on a road motorcycle.

Brakes and Tires: Brembo Stylema, MCS Master Cylinder, Self-Bleeding Clutch Master, Michelin Power GP

Radial four-piston Brembo Stylema Monobloc calipers work on twin floating 320 mm front discs. The Brembo MCS master cylinder allows both lever reach and hydraulic ratio to be adjusted, going beyond simple lever-position adjustment. At the rear, a two-piston Brembo fixed caliper works on a floating 240 mm disc. The EVO-specific detail is the Brembo clutch master cylinder with a self-bleeding system, meaning the hydraulic circuit does not require conventional filling or bleeding. That is particularly relevant in hard track use, where heat and hydraulic-fluid condition matter.

Michelin Power GP Dual Compound tires are standard, with a harder center compound for acceleration and durability and a softer shoulder compound for grip at lean. This is not touring rubber like the GT’s Michelin Power 6, but a genuine sport tire with trackday capability. Sizes are 120/70-17 front and 200/55-17 rear. The 200-section rear is characteristic of the Super Duke line and provides a broad traction footprint under hard acceleration.

Electronics and Winglets: Supermoto ABS, Five-Stage Anti-Wheelie, Launch Control, TPMS, Winglets Standard

Rain, Street, and Sport riding modes are standard, while Performance, including cruise control, and Track are optional. Track mode adds ten-stage slip control, five-stage Anti-Wheelie, and Launch Control. Cornering ABS includes a Supermoto mode that allows rear ABS to be disabled for controlled drifts. ABS quality is at a level once reserved for superbikes. TPMS is standard. Demo Mode unlocks all optional functions for the first 1,500 km. The 5-inch TFT offers smartphone connectivity, tire-pressure display, and USB-C, but it is not a touchscreen; the 8.88-inch touchscreen is reserved for models such as the GT and 990 RC R.

The winglets are integrated into the radiator shrouds as standard. They are not add-on decoration but part of the aerodynamic concept, generating downforce at high speed and improving front-end stability under braking. The 1390 Super Duke R EVO therefore has a considerably more aggressive frontal appearance than the 990 Duke R.

Ergonomics and Character: 834 mm, Lower Handlebar, 212 kg – a Hyper-Naked With Racetrack Genes

The EVO’s handlebar sits lower than on a conventional naked bike, improving control during aggressive braking and turn-in. The fuel tank is subtly angled at the sides to provide more support under braking and better knee contact. This is not a comfort-focused tourer. It is a hyper-naked with a clear racetrack bias.

Dry weight is 200 kg and fully fueled weight 212 kg. That is light for a 190 hp hyper-naked with semi-active suspension and gives the bike roughly a one-to-one horsepower-to-kilogram relationship. For context, the Ducati Streetfighter V4 S costs EUR 28,390 plus ancillary charges, makes 214 hp, weighs 203 kg, and uses semi-active Öhlins suspension. The Aprilia Tuono V4 Factory costs EUR 20,999, makes 180 hp, weighs 211 kg, and also uses semi-active suspension. The KTM sits between them on price while offering a comparable or broader technical package.

Cost: EUR 23,994 Including Ancillary Charges, Four-Year Warranty

KTM offers up to four years of Premium Manufacturer Warranty from model year 2025, provided scheduled servicing is performed by an authorized KTM dealer. One criticism remains: Quickshifter+ and other software options should arguably be standard at this price. On the other hand, Brembo Stylema brakes, the self-bleeding clutch master cylinder, third-generation WP SAT suspension, and Michelin Power GP tires are standard, while the total price remains below that of the Ducati Streetfighter V4 S.

Verdict

The KTM 1390 Super Duke R EVO is an exhilarating hyper-naked, both technically and in terms of value. It combines 190 hp, third-generation WP SAT, Brembo Stylema brakes, Michelin Power GP tires, a self-bleeding clutch master cylinder, winglets, and roughly one horsepower per kilogram ready to ride. The total is EUR 23,994 including ancillary charges. Stationary noise is 95 dB(A), exactly at Tyrol’s limit, but not above it.

 

Quick Check

+ 190 hp / 145 Nm from the 1,350 cc LC8 V-twin – the most powerful series-production V-twin sport bike; two-stage Cam Shift valve control.

+ Third-generation semi-active WP APEX SAT: fork 750 g lighter than predecessor and faster-reacting; DCC compression valve; self-calibrating Auto Preload.

+ Radial four-piston Brembo Stylema Monobloc calipers; Brembo MCS master cylinder with adjustable lever reach and hydraulic ratio.

+ Self-bleeding Brembo clutch master cylinder: no conventional filling or bleeding of the hydraulic system required.

+ Michelin Power GP Dual Compound: harder center for acceleration and durability, softer shoulders for lean-angle grip.

+ 200/55-17 rear tire: wide format for maximum traction footprint.

+ Winglets standard: downforce and improved front-end stability at high speed.

+ Supermoto ABS, five-stage Anti-Wheelie, Launch Control in Track mode.

+ 200 kg dry / 212 kg fully fueled: roughly one horsepower per kilogram.

+ Levers and shift mechanism fully adjustable; reverse shift pattern possible; shift travel adjustable.

+ TPMS standard.

+ Demo Mode: all options free for the first 1,500 km.

+ Up to four years Premium Manufacturer Warranty from MY2025; built in Mattighofen.

+ EVO costs less than the Ducati Streetfighter V4 S while offering a comparable or broader technical package.

 

– Quickshifter+ is not standard: a criticism at EUR 23,994.

– 17.5-liter tank: range is limited during sporty riding, though more than 200 km is possible depending on pace.

– No touchscreen: 5-inch display rather than the 8.88-inch unit used on the GT or 990 RC R.

– No radar cruise control; radar is reserved for the GT.

– Warranty coverage depends on scheduled servicing at an authorized KTM dealer.

 

Technical Specifications: KTM 1390 Super Duke R EVO (2026)

Country of Manufacture: Austria, KTM Mattighofen

Engine: LC8 V-twin, 75-degree cylinder angle, 1,350 cc, 110 mm bore x 71 mm stroke, liquid-cooled, DOHC, two-stage Cam Shift intake-cam control, Keihin EMS, Ride-by-Wire, twin ignition, Euro 5+; stainless-steel silencer, two catalytic converters

Power: 190 hp at 10,000 rpm

Torque: 145 Nm at 8,000 rpm

Transmission: Six-speed; 525 X-Ring chain; slipper clutch; Quickshifter+ optional; reverse shift pattern possible; shift travel adjustable

Riding Modes / Electronics: Rain, Street, Sport standard; Performance including cruise control and Track optional; 6D IMU; cornering ABS; Supermoto ABS with rear ABS switch-off; ten-stage slip control; five-stage Anti-Wheelie; Launch Control in Track; TPMS; Demo Mode with all options free for 1,500 km

Frame: Powder-coated chrome-molybdenum steel trellis frame; cast-aluminum/composite subframe; engine as stressed member; large-diameter thin-wall tubes for maximum torsional rigidity

EVO Added Value vs. R: Third-generation semi-active WP APEX SAT instead of manually adjustable suspension; self-bleeding Brembo clutch master cylinder; reverse shift pattern possible

Fork: 48 mm WP APEX SAT USD, third-generation semi-active Open Cartridge; 125 mm travel; automatically controlled; 750 g lighter than 1290 EVO; faster-reacting

Rear Shock: Third-generation semi-active WP APEX SAT monoshock; DCC compression valve; sensor for travel and acceleration; self-calibrating automatic preload adjuster; 140 mm travel; aluminum single-sided swingarm

Front Brakes: Radial four-piston Brembo Stylema Monobloc calipers; twin floating 320 mm discs; Brembo MCS master cylinder with adjustable lever reach and hydraulic ratio; cornering ABS

Rear Brake: Two-piston Brembo fixed caliper; floating 240 mm disc; Supermoto ABS

Clutch Master Cylinder: Self-bleeding Brembo unit; no conventional filling or bleeding required

Aerodynamics: Winglets integrated into radiator shrouds as standard

Wheels: Cast aluminum; 3.50 x 17-inch front / 6.00 x 17-inch rear

Tires: 120/70-17 front; 200/55-17 rear; Michelin Power GP Dual Compound sport tires

Display: 5-inch TFT; TPMS display; smartphone connectivity; USB-C; no touchscreen

Weight: 212 kg fully fueled; 200 kg dry

Seat Height: 834 mm

Ground Clearance: 149 mm

Wheelbase: 1,491 mm +/-15 mm

Steering-Head Angle: 65.3 degrees

Fuel Tank: 17.5 liters; range over 200 km depending on riding style

Stationary Noise: 95 dB(A), exactly at Tyrol’s 95 dB limit

Price in Germany: EUR 23,499 plus EUR 495 ancillary charges

Warranty: Up to 4 years Premium Manufacturer Warranty from MY2025; scheduled servicing at an authorized KTM dealer required