KTM 1390 Super Duke GT/EVO

Positioned as the most aggressive sport-tourer in its class, it blends the performance DNA of the 1390 Super Duke R EVO with genuine long-distance comfort. KTM calls it the “Long Distance Beast” and “Adrenaline Express” — a bike that delivers uncompromising dynamism without sacrificing everyday usability or touring capability.

Engine and Performance
At the heart of the 1390 Super Duke GT sits the same 1,350 cc LC8 75° V-twin used in the Super Duke R EVO. The liquid-cooled, DOHC engine features four valves per cylinder, a 110 mm bore × 71 mm stroke, and a 13.2:1 compression ratio. Peak output is 190 hp (140 kW / 187 bhp) at 10,000 rpm and 145 Nm (107 lb-ft) of torque at 8,000 rpm — a solid step up from the previous 1290 Super Duke GT’s 175 hp and roughly 141 Nm.

Key upgrades include KTM’s CamShift variable valve-lift system, larger 60 mm throttle bodies, a 40 mm wider radiator, a redesigned airbox with central ram-air intake, and injectors rotated 90 degrees. These changes broaden the power delivery and improve mid-range response. The valve-clearance inspection interval has been doubled to approximately 37,000–60,000 km (depending on source), significantly reducing ownership costs.

Fuel economy is quoted at around 6.1–6.2 L/100 km (≈45.6 mpg US) for the manual version and slightly higher (≈6.6 L/100 km or 42.8 mpg) for the AMT EVO. The slimmer 19.5-litre tank (including 3 litres reserve) is smaller than the old 23-litre unit, yielding a theoretical range of roughly 300–320 km.
Top speed is electronically limited to 250 km/h.

Transmission
Two versions are offered:
Standard GT: Conventional 6-speed gearbox with hydraulic PASC slipper/assist clutch. Fifth and sixth gears are no longer overdrive ratios for stronger top-end pull. A revised self-venting Brembo clutch master cylinder eliminates the need for periodic bleeding.

GT EVO: KTM’s AMT (Automated Manual Transmission). This clutchless system uses a centrifugal slipper clutch and electromechanical actuator for shifts claimed in just 50 milliseconds. Riders can choose fully automatic mode or manual shifting via the foot lever or bar-mounted paddles (P-N-1-2-3-4-5-6 sequence, with Park locking the gearbox). Stalling is impossible. The AMT carries no claimed weight penalty.

Chassis, Suspension and Brakes
The chromoly steel trellis frame uses the engine as a stressed member and is claimed to offer three times the torsional stiffness of the previous GT, plus a lower centre of gravity. Wheelbase is approximately 1,491–1,496 mm, with 149 mm ground clearance and 24.7° rake / 101 mm trail. A braced single-sided aluminium swingarm is retained, optimised for neutral anti-squat behaviour under acceleration.

Suspension is third-generation WP Apex Semi-Active Technology (SAT). The 48 mm inverted “thru-rod” fork offers 125 mm of travel and is lighter than before, while the linkage rear shock provides 140 mm of travel with electronic preload (Soft / Standard / High). Standard damping modes include Auto, Comfort, Street and Sport; Track, Pro and Anti-Dive are optional. A WP steering damper is standard.

Braking comes from Brembo Stylema four-piston radial monoblock calipers gripping 320 mm floating discs up front, paired with a two-piston caliper and 240 mm disc at the rear. A self-venting master cylinder no longer requires bleeding, and the lever offers adjustable ratios (19/20/21 mm). Cornering ABS is standard with multiple modes, including new Supermoto+ (allowing controlled rear-wheel lock and slide up to 8°) and Sport.

Wheels are 17-inch cast aluminium (3.5 × 17 front, 6.0 × 17 rear) fitted with dual-compound Michelin Power 6 tyres (120/70 ZR17 front, 190/55 ZR17 rear) that save about 1.2 kg compared with the previous fitment.

Electronics, Rider Aids and Cockpit
A large 8.8-inch TFT touchscreen (with USB-C charging) is the centrepiece, offering improved readability, a simplified menu structure, and full offline onboard map navigation (downloadable by town, region or country). An integrated SP Connect mount is standard.

Standard ride modes are Rain (power limited), Street, Sport and one Custom mode. Track mode and two additional Custom modes are optional. A six-axis IMU supports cornering ABS, traction control, anti-wheelie (five levels, can be disabled), Motor Slip Regulation, and more. Front radar delivers adaptive cruise control as standard on both versions. Optional extras include Quickshifter+, enhanced cornering TC, and engine-brake control — available individually rather than only in packs. A TPMS with separate track-pressure settings is also available.

Ergonomics, Styling and Practicality
Seat height is 834 mm. The 796 mm-wide handlebar can be rotated and adjusted fore-aft by 22 mm, while the screen offers high and low positions for better wind protection. The seat has been reworked for all-day comfort, and the pillion perch is more usable than on many pure sport-tourers. Footpeg placement balances lean-angle clearance with touring comfort.

Styling is more compact and muscular than the previous generation, with a lower profile, new LED headlight (automatic low beam, projector high beam, ambient-sensing DRL, and three-segment cornering lights), and integrated brake lights in the indicators for a cleaner tail. The overall look retains the aggressive Super Duke family identity while adding touring practicality.

Dry weight is quoted at 213 kg (470 lb) for both versions; wet/ready-to-ride weight is approximately 228 kg (503 lb).