I've ridden over 15k miles on a KTM 1390 Super Duke R Evo and as an all-rounder it’s tough to beat

My KTM continues to impress in ways I’d never imagined. Sure, it does all the things you’d expect: it’s rapid, loves skids, wheelies, stoppies and hooning around racetracks. I love all that, but I also enjoy touring and in many ways the 1390 Super Duke R Evo is better at that than a super-naked should be.

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• Update one: Can wheelie control turn you into a stunting god?
• Update two: Testing the Evo’s advanced electronics on track
• Update three: 3250-mile navigation test in Spain
• Update four: Two-up round the Nürburgring

So, after starting the year getting my rocks off at Brands, Donington, Spa and the Nürburgring, I’ve morphed my KTM into a what’s essentially a Super Duke GT for my travels. 

I fitted a KTM accessory screen and heated grips back in April, and have now added panniers, a rack, tail pack and tankbag from SW-Motech. They’re all top quality, look great, easy to fit and have allowed me to tour two-up in comfort.

• Related: Best universal motorcycle luggage

My latest excursion was a late September, two-week, 2900-mile tour with my girlfriend, Nina, to the Dolomites, Tuscany and south of France, calling at Strasbourg, Cortina D’Ampezzo, Trento, Riccione, Florence, La Spezia, Antibes, Grenoble and Troyes. Shod with Metzeler’s superb M9 RR Sportec rubber (my fifth set of tyres this year – review in my next report) I can’t think of a bike I’d have rather have been on.

It’s been reliable for the entire time I’ve had it, which is the most important thing, especially with all the bad press KTM are getting right now. Other than tyres and luggage, I replaced the brake pads at 8339 and 12,121 miles, but there have been a couple of small niggles along the way, although nothing that’s left me stranded. 

The ‘custom’ buttons on the right switchgear sometimes override everything and stop you from using the dash functions, but I worked out that turning them off cures the problem. I also had to reinstall the KTM Connect app to get the superb turn-by-turn sat nav to work again, but that wasn’t a biggie.

The thin brake reservoir bottle bracket snapped in Italy, too, which was either down to big V-twin vibration (lots of bolts had to be tightened-up during the 9000-mile service), or more likely where my crash helmet hits it when I place it over the mirror for short stops. 

Elsewhere the KTM is simply superb. Electronic rider modes and suspension let the Super Duke glide along motorways, but then toughen up for the heavenly roads that climb over the Italian Dolomites, the Muriglione Pass near Florence and from Grasse to Digne Les Bains in the south of France.

The self-levelling rear preload adds support for pillion and luggage without having to adjust anything, although the shock bottoms-out for the first 30 seconds, or so, of a journey before it sets itself. KTM’s accessory seat is one of the comfiest I’ve used on any bike and the riding position is ultra roomy for my six-foot frame. It’s just as luxurious on the back and quieter in the wind at motorway speeds than an adventure bike. 

It does 180-ish miles to the tank and of course, that huge V-twin engine is as flexible as it is powerful and characterful. I can’t say I’ve felt the shift-cam system do its thing, but it’s more there for emissions than performance.

Although something like an Aprilia Tuono V4 is a more accomplished sportsbike, which is why it beat the KTM in our super-naked shootout, as a machine to do distance on, the 1390 Super Duke R Evo is more capable. In fact, it’s more versatile than any super-naked, more fun than an adventure bike and sportier than KTM’s 1290 Super Duke GT.  

I’m still not sold on the looks and the price is eye-watering, especially when you have to pay to reinstate the electronics after 900 miles, but as a hardcore, sporty all-rounder it’s tough to beat.