KTM RC8R 1090

The 2011 RC8R has a new crankshaft, refined fuel injection and new dual-plug ignition increases power from 168 to 175bhp and torque is up 1.5lb-ft to 93.6. That crank, the injection refinements and a new, heavier flywheel should address the main complaint people have of the RC8: an aggressive surge of power as it comes on-cam. When you’re fully leant over and that happens it can upset things. It’s not a huge deal, but riders do complain about it; hopefully no longer. KTM claims these changes also marginally improve fuel consumption and reduce emissions.

On the handling side, KTM claims its thoroughly revised the suspension giving it a wider range of adjustment than before. These changes include a new eccentric linkage for the rear shock.

Then there’s the looks. KTM clearly employs the best graphic designer currently working for any OEM. Loud, but classy, the two-color paint schemes perfectly accent the RC8’s sharp, geometric lines. Color us impressed. Oh and there’s a new LED running light.

Only plan to use your RC8 R on the track? KTM will sell you a version with race fairings and a race exhaust. They call it the KTM RC8 R Track.

The baddest bike in the KTM line-up certainly needs no introduction. Not when KTM designers pulled out all the stops to ensure that it keeps its menacing reputation in the industry.

That’s what the 1190 RC8 R is all about. The bike comes loaded with one of the most powerful V2 engines of our times and one of the best chassis in the world. And the best part: the bike is completely street-legal.

The RC8 R not only offers extraordinarily relaxed ergonomics for all its supreme sportiness, but it also comes with more setting options than any other series production super bike, including the footrests, each with two positional variants, the foot levers with variable lever operating angle and lever length, the seats, hand levers, and a two-height adjustable handlebar.

Mechanically speaking, the 1190 RC8 R boasts of an insanely powerful V2 twin-engine that produces a mighty output of 173 horsepower. The KTM engine impresses with an extremely broad rev range and spontaneous throttle response, while supplying supreme ride quality. If you’re looking for reasons as to why the RC8 R has such an impressive engine, look no further than the state-of-the-art cylinder heads with twin plug ignition, flow-optimized ducts and cam follower drive, each with two overhead camshafts for four valves, as well as the electronic Keihin engine management system with twin throttle valves that regulate the modern electronic fuel injection system on the RC8 R. This features focuses on maximum power with predictable engine characteristics and spontaneous responsiveness with controllable throttle response.

Handling is also an important part of the RC8 R package, thanks to an intricately made light alloy swing arm that contributes in providing outstanding traction of the RC8 R. The position of the swingarm can be adjusted by means of an eccentric on the lever linkage, allowing for minimized compression and preventing squatting anytime the bike accelerates out of corners.

With its 129 kW (173 hp) of power, the V2 on the RC8 R can be considered as the measure of all things for ultra-sporty twins, with maximum performance, predictable characteristics and high reliability. The KTM engine impresses with an extremely broad rev range and spontaneous throttle response, while supplying supreme ride quality.

The main reasons for the outstanding performance of the RC8 R V-twin with 75° cylinder angle are the state-of-the-art cylinder heads with twin plug ignition, flow-optimized ducts and cam follower drive, each with two overhead camshafts for four valves. Valve timing is adjustable via the camshaft gears.

The twin plug ignition system on the latest RC8 R fires the two differently sized spark plugs in each cylinder head independently of each other in such a way that more efficient combustion and a smoother, optimally controlled combustion sequence are achieved at all times. The result: even more controllable power, lower fuel consumption and less emissions.

The electronic Keihin engine management system with twin throttle valves regulates the modern electronic fuel injection system on the RC8 R, focusing on maximum power with predictable engine characteristics and spontaneous responsiveness with controllable throttle response.
Chassis and Suspension

The intricately made light alloy swingarm makes a significant contribution to the outstanding traction of the RC8 R. The position of the swingarm can be adjusted by means of an eccentric on the lever linkage. In this way, compression can be minimized and squatting prevented when accelerating out of corners.

The sophisticated internal mechanism of the WP shock absorber on the RC8 R completely isolates the rebound damping from the compression stage, so that both can be adjusted without affecting one another. The compression damping can also be set for high speed and low speed. The suspension set-up range extends comfortably to racing conditions.

The set-up ranges on the RC8 R’s high-quality, upside-down forks from WP Suspension extend - separately for spring basis as well as the damping’s rebound and compression stages - from country road comfort to tough racing conditions. A WP steering damper keeps the forks on track, even in extreme conditions.
Brakes and Wheels

The RC8 R’s brake system with highest quality Brembo components functions perfectly, sensitively and steadily. At the front, for example, two radially-mounted, four-piston brake calipers and two 320 mm and 5 mm thick, semi-floating brake discs provide massive stopping power.

The lightweight, Marchesini, aluminum die-cast wheels on the RC8 R are equipped with Dunlop SportSmart tires. These top-quality tires provide endless grip, whether on a wet country road or a scorching hot racetrack. They have a decent service life and they support the unrivaled qualities of the KTM chassis.
Setting Options

The RC8 R not only offers extraordinarily relaxed ergonomics for all its supreme sportiness, but also more ergonomic setting options than any other series production superbike. Footrests: two heights, each with two positional variants. Foot levers: variable lever operating angle and lever length. Seat: two heights. Hand levers: variable. Handlebar: two heights and two angles.

Review

The final left-hander at the Auto Club Speedway in Fontana, California is a fast, sweeping transition from the flat, featureless infield to the banked straight below the grandstands. The throttle’s already at full twist when the bike hits the seam separating the two. Immediately after, the shift light on the 2012 KTM RC8 R Race Spec is demanding another gear. Without rolling off, I toe-tap the lever and the KLS quickshifter instantly grabs the next cog. Seconds later the light’s hungry for another and the quickshifter eagerly complies until the rapid succession of upshifts ends with braking then diving down the banking and into the first chicane.

I take a moment to consider the effortless advantage and seamless continuation of power the quickshifter provides compared to its manual shifting counterpart, the RC8 R streetbike I rode in the previous session. Based on 2011 MSRPs, $16,500 for the R vs. $20,000 for the Race Spec (2012 prices TBA), the quickshifter is part of a $3,500 package underlining the company’s “Ready to Race” motto.

The RC8 Race Spec is an out-of-the-box racing weapon.

The KLS quickshifter is only one component on a bike loaded with go-fast equipment that piecemealing together would cost more than the $3,500 KTM is asking. Akropovic Evo 4 Titanium exhaust system, slipper clutch, forged Marchesini aluminum wheels and racing WP suspension don’t come cheap but offer big advantages over the standard RC8’s configuration of stainless steel exhaust, no slipper clutch, cast aluminum wheels and non-racing WP suspension.

The Race Spec RC8 also features a differently-mapped Keihin engine management system, more engine compression, race bodywork, a 520 chain, a racing wiring harness, competition brake pads and a 31-pound weight advantage: claimed 375 lbs vs. 406 lbs, sans fuel. Both models carry 4.4 gallons of go-juice, increasing heft by 26 lbs, bringing total claimed curb weights to 401 lbs and 432 lbs for the Race Spec and R models, respectively.

As the laps accumulate and I acclimate to the performance upgrades, the confidence to push harder increases. With the help of the quickshifter I’m carrying more speed down the front straight, but the combination of racing brake pads and, especially, the WP 4618 race shock and TiAIN coated WP fork, both with modified settings for 2012, maintain the RC8 Race Spec’s composure under hard braking before navigating the chicane at the end of the straight.

Helping justify the lofty price of the Race Spec model is the included KLS quickshifter.

Comparatively, the lesser brake pad material and different master cylinder of the R model don’t bite with as much ferocity of the Race Spec brakes, and the R’s WP suspension (unchanged from the factory setting) is overwhelmed by the high-speed braking forces.

Maneuvering in the infield section, where finesse holds sway, the two RC8s are more equally matched. The lesser weight and lighter wheels of the Race Spec bike can be felt during fast right/left transitions, but the advantage is only partly realized because the factory setting of the bars is much narrower than the streetable, comfortable setting of the R model. The wider degree setting of the R model’s bars also lends to better control in fast sweepers. I understand the aerodynamic advantage a narrow setting offers, but the trade-off is reduced leverage during side-to-side transitions as well as reduced support under hard braking. However, a Race Spec owner can adjust the clip-ons to his or her preferred position.

Also detrimental to the Race Spec is its abrupt throttle response in tighter situations requiring smooth power application. KTM claims the ECU on both the R and Race Spec were massaged for 2011 to provide better throttle application (a complaint of the RC8 since its introduction), but there’s an obvious difference in the outcome between the two. Where the R easily maintains a steady, constant throttle through the few long, sweeping corners at the Auto Club Speedway, the Race Spec could be felt surging and even the smallest inputs were met with disconcerting herky-jerkiness.

With a 432-pound (claimed) curb weight, the RC8 R is one of the lightest literbikes available. Only the new Ducati Panigale claims a lesser curb weight (421 lbs).

The 2011 R model was outfitted with a heavier crankshaft and flywheel, while an idle speed control cam was added to its throttle bodies to smooth airflow in the initial range of motion. KTM’s re-mapping of the Race Spec’s ECU takes into account the increased performance of its racier exhaust, air filter, etc. The Race Spec also has a slightly higher compression ratio due to thinner head gaskets. These differences could explain why the Race Spec isn’t as smooth as its R brother, but, like the setting of its clip-ons, it may as well be attributed to a racer’s preference for more immediate power.

Whether in the infield or on the high-speed banking, the slipper clutch of the Race Spec model was a welcome technology. Both bikes feature a gearbox sensor that helps the ECU control engine braking, but the lack of a slipper clutch on the R model when downshifting and braking into a tight corner is crazy-apparent when riding the two machines back-to-back. Sure, a slipper clutch is a helluva lot more useful in on-track competition, but the R model’s asking price of $17,000 should include what is now considered commonplace technology. A residual effect of the slipper clutch is a stiffer pull at the clutch lever, but the quickshifter reduces increased forearm fatigue by requiring clutch use only when downshifting.

The Race Spec’s WP 4618 shock is fully adjustable and features a remote hydraulic preload adjuster.

Speaking of technological progress, both the R and Race Spec are without the latest trend — traction control. We recently concluded a test on the 2012 Yamaha R1 and Aprilia RSV4 APRC, highlighting each bike’s traction control system. With the 2012 R1 armed with traction control that leaves only the RC8, Honda CBR1000RR and Suzuki GSX-R1000 lacking this useful feature in the 1000cc sportbike category. Adding to KTM’s dilemma are its lofty MSRPs: $17 and $20 grand for a street sportbike, and especially a race bike, are big asking prices for motorcycles lacking traction control. At $14,000, the 2012 R1 with traction control retails for $2,500 less than the RC8 R.

Sure, there’s something to be said about the exotic rarity of the KTM and its unique styling, but I can think of an Italian manufacturer of equal stature in the same price range that spearheaded bringing traction control to the masses years ago and now offers the technology on the new 848 Streetfighter with only a $13,000 entry fee.

Real-world usefulness, something I lauded about the KTM after my first introduction to the bike a couple years ago, resides in the ease of its adaptability. With minor effort the RC8 owner can shift footpegs, clip-ons and the tail section from low to high placement. Both models continue this feature in 2012 with the Race Spec going a little further with multiple possibilities of footpeg personalization.

In addition to its racing bodywork, the Race Spec comes with a racing bubble windscreen and thinly padded racing seat.

It should be noted that the Race Spec is graced with niceties such as footpegs of the short, machined, non-foldable variety and heel guards made of carbon fiber. The bodywork is race ready with no cutouts or markings for street-legal fodder such as blinkers or headlights. Brake and clutch levers are bendable, the wheels shod with Dunlop racing slicks and a rear stand is included to keep the bike upright in the pits. Also standard on the Race Spec is the GP-style shift pattern — the epitome of a race-ready motorcycle.

Both RC8s, with their narrow fuel tank/seat juncture and low weight, are easy and fun to throw around either tight sections of a road course or a gnarly uphill canyon byway. And with closely matched horsepower figures (claimed 170 crankshaft hp for the R and claimed 180 crankshaft hp for the Race Spec) either RC8 has the wherewithal to rocket out of a corner and into the next.

When asked, KTM responded with enthusiasm about entering a factory or factory-supported team in the AMA’s Superbike race class, but due to recessionary reasons, this is unlikely to happen for 2012. The company did, however, win the 2011 German Superbike Championship, lending some substantial racing credentials to the RC8.

The white and orange color scheme or the RC8 R can easily be mistaken for its track-only counterpart, but the proof is in the go-fast equipment adorning the Race Spec machine.

So whether you’re looking for a new street mount or a race-ready package to launch your own racing career, KTM invites you to give RC8 a closer inspection. We took advantage of a recent Fastrack Riders track day, sponsored by KTM, where the RC8 R and RC8 Race Spec were available for anyone attending to demo in the best possible environment — a race track. To find out if KTM is hosting such an event near you, check out the KTM website.

Source Motorcycle.com