VOLUME 59 ISSUE 12 MARCH 22, 2022 P105
That 2017 model was the first time the
Super Duke received any changes (you
can read our 2017 Super Duke review
here. Shorter intake funnels helped
smooth out power below 5000 rpm; the
electronics now included Motor Slip Regu-
lation and nine-stage traction control; there
was a funky new dash and keyless ignition.
The 2020 Super Duke was refined
further. Different injectors, airbox, cylinder
heads, crank, gearbox, exhaust and a
shorter, lighter and far stiffer chassis—plus
aggressive new styling—signaled the Super
Duke was ready for the new decade. Thus,
we shouldn't be surprised to see the Super
Duke hasn't changed remarkably for 2022,
save for the addition of WP's semi-active
suspension and some funky new colors.
Now if you're thinking you've heard this
before somewhere, you're right. Last year,
KTM released the Super Duke EVO in
Europe, which came with the new spring-
ers and paint job. We didn't get that model
here last year, but for 2022, we do. We're
just not calling it the EVO. It's still a Super
Duke EVO, but you can't buy a Super Duke
without electronic suspension in America,
so the EVO name got turfed.
The suspension gives you three modes
of Comfort, Street and Sport, each with
their corresponding stiffness and damp-
ing characteristics. The system allows the
(Above top to bottom) See the little plastic circle
mark just under the right indicator? That's the
pick-up for the proximity key, which proved a
real pain on occasions. New WP fork legs match
to Brembo Stylema four-piston calipers.
(Above top to bottom) That LC8 is one
of the very best V-twin motors ever
created. It has torque for days. It's a firm
seat but long days are simple given the
rangy ergonomics of the Super Duke.
