Since its introduction six years ago, the Super Duke R’s hyperactive handling was one of its weakest links. With a springy chassis that felt more akin to a V-twin-powered supermoto, we’re pleased to report the 2020 Super Duke R is more road-focused, and in line with the top competitors in this red-hot class.

This was especially evident around the Portimão Circuit—a hilly 2.9-mile stop-and-go-style World Superbike circuit on the southern tip of Portugal. Here the Super Duke demonstrated its newfound poise with a chassis that has enhanced balance and sportbike-like pitch control.

Much of the credit goes to the now linkage-equipped rear suspension and swingarm. This boosts grip off corners, maximizing the enhanced adhesion coefficient of the OE-fitted Bridgestone Battlax S22 rubber. Yet, even with the extra firmness from the suspension and tire, the Super Duke continues to deliver favorable bump absorption characteristics on public roads. As an optional accessory, the quickshifter’s auto-blip function maintains stability when downshifting at lean, plus mitigates clutch use.

A handy hand-adjustable and measurement-engraved preload knob allows for easy ride height changes based on preference or payload. We preferred the +15 setting as it sharpened steering without compromising grip off turns. The shock also affords compression and rebound damping adjustment, however unlike the front suspension’s handy color-coded adjustment knobs, adjustment requires a flathead screwdriver.

Another benefit is the ability to modify spring preload inside the fork. Red sliders visualize fork travel and allow you to tweak the setup accordingly, helping to ensure that you’re operating in the front suspension’s sweet spot.

The lower and more forward position of the handlebar places more weight on the Battlax front tire and affords a more sportbike-like (but still forgiving) riding position. The bend also helps position the rider’s elbows up affording a more commanding stance. In typical KTM fashion, the handlebar can be shifted and the rider footrests can shift up or down via a neat and easy-to-adjust concentric sliding hub.

The rider’s seat is more plush than we remember with plenty of room to move about the cockpit for this 6-foot rider.

KTM has been manufacturing its LC8 V-twin platform for years, and despite its age, engineers continue to breathe new life into this 1,301cc twin. Still a torque monster (to the tune of more than 60 pound-feet from as low as 2,500 revs, based on our last 2018 MY dyno test), the 75-degree twin has improved high-rpm performance—something it has historically lacked. Credit the ram-air intake which forces cool air into the airbox. It’s complemented by a set of showerhead fuel injectors. Together this gives Super Duke riders the best of both worlds.

Short-shift and run a gear high, or pin the throttle in the lower cogs until redline. The orange bike is well-suited to either riding style. Plus the optional electronic quickshifter keeps the engine spinning in the meat of its wider powerband. The last time we dyno tested the 2018 Super Duke R, it belted out 154.7 hp. We estimate the updated mill is good for another 3–4 ponies at the top. Engine vibration is readily apparent through the controls, but it’s counteracted by the engine’s playful sound and punchy power delivery.

Throttle response in any of the three power maps (Rain, Street, Sport) is spot-on (a testament to KTM’s ride-by-wire setup) and the bolder and brighter color TFT display make it easy to tweak electronic settings. However, there is a fair degree of engine vibration. In addition to the three power maps/modes, the Super Duke offers Track and Performance global modes. Here you can tweak countermeasures (traction and wheelie control) as well as Motor Slip Regulation (i.e., engine-brake control) and ABS.

KTM insists the rider’s hands should always be on the controls, so in lieu of a touchscreen, it employs large and easy-to-press switch gear on the handlebar. Tactile function is vastly improved and on a level commensurate with KTM’s Bavarian-based nemesis. Menu navigation is equally slick. Another plus is the ability to adjust traction control while riding via a large paddle-style button. Street riders will also appreciate standard cruise control.

Our only gripe in the electronics department is that the default riding mode restarts every time the engine kill switch is pressed. This means you have to swipe through the menu to ensure that the settings are intact when it’s time to lift the kickstand.

Still as rowdy as ever, the 2020 Super Duke R is also more polished in every way. From its refined handling poise—highlighted by vastly more controlled suspension action—to its elevated fit and finish, the KTM is a more comfortable and entertaining motorcycle to burn rubber with. Factor in its punchier top-end engine character and well-developed electronics package and Orange riders have a truly versatile sport-oriented motorcycle.

Able to transform from mild to wild, the 2020 Super Duke R is proof of KTM’s commitment to the sport naked bike class. Riders seeking a hardcore naked bike that is as friendly to operate as it is exhilarating to ride should take a spin on the 2020 Super Duke.