KTM RC8R 1090

The ultimate power tool from KTM. KTM designers pulled out all the stops in the art of engine building when it came to the 1190 RC8 R. The rider has one of the most powerful V2 engines of our times and one of the best chassis in the world at his or her disposal - totally street-legal. With the precision to cut out the others when entering the corner. With the power and traction to pull away from them exiting the corner. With the feedback and ergonomics to enjoy the 1190 RC8 R 2013 to the full.

Design 2-cylinder, 4-stroke, spark-ignition engine, 75° V arrangement, liquid-cooled

Displacement 1,195 cm³

Starting aid Electric starter

Weight without fuel approx.

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.
LINKAGE

The progressiveness of the linkage provides the shock absorber with refined responsiveness and still with sufficient reserves at peak loads. The position of the swingarm can be adjusted to the rider's riding style and weight on the easily accessible eccentric adjuster on the linkage, and squatting on acceleration prevented.

BRAKES

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

SWINGARM

The intricately made light alloy swingarm makes a significant contribution to the outstanding traction of the KTM 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 minimised and squatting prevented when accelerating out of corners.

FRAME

The KTM RC8 R's thin-walled, 7.3 kg light tubular lattice frame of high-strength chrome-molybdenum steel sets standards in dimensional stability and lightweight construction. Its optimal stiffness distribution results in fantastic precision and unparalleled stability.

SHOCK ABSORBER

The sophisticated internal mechanism of the WP shock absorber on the RC8 R completely isolates the rebound damping from the compression stage, so that they can each be adjusted independently of 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.

TELESCOPIC FORK

The high-quality upside-down fork from WP Suspension can be adjusted separately for preload as well as for compression and rebound damping of the suspension. Their adjustment ranges extend from country road comfort to tough racing conditions. In addition, a WP steering damper keeps the forks on track, even under extreme conditions.

WHEELS AND TYRES

The lightweight, Marchesini, aluminium die-cast wheels on the KTM RC8 R are fitted with Continental Sport Attack II tyres. These top-quality tyres provide outstanding ride characteristics and endless grip, whether on a wet country road or a scorching hot racetrack. With a decent service life, they support the unique qualities of the KTM chassis at all times.

ENGINE

With its 129 kW (173 hp) of power, the V2 on the KTM 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.

SLIPPER CLUTCH

Saves power, helps in slides: The new slipper clutch not only opens when the engine back-torque becomes too high, it also closes with the force of the clutch springs when you open up the throttle. The former prevents annoying rear wheel chatter when braking sharply or decelerating – and gives the wheel just that bit of braking for a controlled rear wheel slide. The latter allows the clutch to be pulled and controlled with the little finger – which saves energy when riding.

TWIN PLUG IGNITION

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 and even better controlled power, lower fuel consumption, and less emissions.

INJECTION / ENGINE MANAGEMENT

The electronic Keihin engine management system with twin throttle valves regulates the modern electronic fuel injection system on the KTM RC8 R, focussing on maximum power with predictable power development and spontaneous responsiveness with precisely controllable throttle response.
 

PISTON

The forged piston structure on the RC8 R, borrowed from Formula 1, results in a high loading capacity, despite the extremely short and lightweight design. This minimises the reciprocating weight and optimises the responsiveness and free-revving nature of the engine.

CYLINDER HEAD

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-optimised ducts and cam follower drive for the valves (intake: titanium; exhaust: steel). For tuners: Valve timing is adjustable via the camshaft gears.

CRANKSHAFT

The smooth shape of the crank webs on the latest KTM RC8 R results in low-loss running of the crank drive; the modified weight distribution of the crankshaft and a newly dimensioned alternator rotor improve the smooth running of the engine. Together they optimise the load change behaviour of the engine.
SWINGARM

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 minimised and squatting prevented when accelerating out of corners.

INJECTION / ENGINE MANAGEMENT

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

LINKAGE

The progressiveness of the linkage provides the shock absorber with refined responsiveness and still with sufficient reserves at peak loads. The position of the swingarm can be adjusted to the rider's riding style and weight on the easily accessible eccentric adjuster on the linkage, and squatting on acceleration prevented.

TELESCOPIC FORK

The high-quality upside-down fork from WP Suspension can be adjusted separately for preload as well as for compression and rebound damping of the suspension. Their adjustment ranges extend from country road comfort to tough racing conditions. In addition, a WP steering damper keeps the forks on track, even under extreme conditions.

SETTING OPTIONS

The KTM 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.

SHOCK ABSORBER

The sophisticated internal mechanism of the WP shock absorber on the RC8 R completely isolates the rebound damping from the compression stage, so that they can each be adjusted independently of 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.

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