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Ducati 1199 Panigale, EBR 1190 RX and KTM 1190 RC8 R.

V2 super sports car in comparison

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V-Twins stand out from the monotony of soulless in-line four-cylinder, are expressive and give super athletes such as the Ducati 1199 Panigale and the KTM 1190 RC8 R the charm of something special. The brand new EBR 1190 RX offers even more exoticism. The new star of the scene?

Cloud-free sky, glorious sunshine, the rumble of thunder: three mighty V2 superbikes race down the slopes of Oschersleben and blare their pithy sound into the vastness of the Magdeburg Borde. The powerful hum eats its way through the nerve tracts directly into the brain and robs fans of large, sporty twins the senses. No question about it: when it comes to emotionality, the standard version of the Ducati 1199 Panigale, the new EWC 1190 RX and the KTM RC8 R in the very highest league.

Ducati 1199 Panigale, EBR 1190 RX and KTM 1190 RC8 R.

V2 super sports car in comparison

Oppose the EBR 1190 RX to the established superbikes?

Temptation through exoticism

First of all, its unconventional design: main frame as a tank, huge, internal single-disc brake with eight-piston fixed calliper, extreme geometry. Look familiar to you? That’s right, the same features have already marked some models from Buell – such as the 1125 CR from 2009, on which the RX is based. Buell? EWC? What do these companies have in common? At the end of 2009, Harley-Davidson separated from his then head of development Erik Buell, whose small business had previously been swallowed up by the Americans. In the same year, the busy ex-racer founded the company EBR, which stands for "Erik Buell Racing". Since then, Buell has only been building super-sporty bikes, with which he has even been involved in the Superbike World Championship this year. The money for this comes from the Indian company Hero Moto Corp, which owns almost half of the company shares in EBR. The tested EBR 1190 RX is the approved offshoot of the racing bike.

Despite their conceptual similarity, the EBR 1190 RX differs significantly from its ancestor. From a technical point of view, the rear-wheel drive, which is now taken over by a secondary chain instead of a toothed belt, is particularly striking. EWR also redesigned the swing arm for this purpose. The direct linkage of the shock absorber, however, remained the same. In addition to a different secondary drive, the Americans also gave the superbike a completely new frame and a different fork in Big Piston design (Showa). On the engine side, an impressive 140 new parts work in the proven Rotax-Twin. The most important: crankshaft with less centrifugal mass, pistons, cylinder heads, injection. In addition, Buell enlarged the bore by three millimeters (106 x 67.5 mm instead of 103 x 67.5 mm) with the same stroke and increased the compression to 13.4: 1. Makes a total of 1190 cubic meters and a nominal output of 185 instead of 148 hp.

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Jahn

No question about it: When it comes to emotionality, the standard version of the Ducati 1199 Panigale, the new EBR 1190 RX and the KTM RC8 R are in the top league.

The torque also grew from 111 to 138 Nm. Also new: Rotax no longer builds the engine, which is done by EBR in America itself. Overall, Erik Buell is getting a lot closer to his dream of an “All American Sportbike” with the EBR 1190 RX. But how competitive is the US burner really? Start the engine and go! The composition of deep intake snorkeling and throbbing exhaust is a bit duller than the competition – soundcheck passed. On the other hand, the 72-degree V2 unfolds its power rather inconspicuously and not very spectacularly. The engine lacks that certain something, that special kick. Italy and Austria ensure increased adrenaline and endorphin production – for different reasons.

At this point the speed of 8500 rpm should be mentioned; a striking, recurring value when comparing the three propellants. From this mark onwards, the Ducati 1199 Panigale burns off a brilliant performance fireworks display and sends 183 hungry horses to the pasture at the top. Below this, however, the 1199 remains in a kind of Sleeping Beauty sleep, which is why the speeds should not fall below this value during full attack.

V2: Power and charisma

The KTM 1190 RC8 R behaves in exactly the opposite way: animal acceleration from around 4000 rpm and insane thrust up to 8500 rpm. In between, the Ducati 1199 Panigale for up to a whopping 33 hp and 32 Nm! A bike that shoots out of the corners at low speed and with the shower wide open. This reduces stress and increases the fun factor. Above our well-known brand, on the other hand, the RC8 R powers with slightly braked foam in order to reach its maximum output of 173 hp just over 10,000 rpm.

With 174 hp, the twin EBR 1190 RX generates a pony more than the KTM 1190 RC8 R. Striking: Between 4000 and 8500 rpm, the American’s curve usually runs exactly between that of the two Europeans. The fact that it cannot hold its own against the Ducati 1199 Panigale in this area and that it also wants to be driven at high revs when shooting is due to its comparatively long gear ratio in the first four gears.

Jahn

The Duc welcomes its driver in a sportier, but not uncomfortable way.

Beyond pure numbers, the characteristic running culture of V-Twins inspires. Cracks dance in circles with enthusiasm when they feel that typical pounding and rumbling; when the asymmetrical combustion cycles send the huge pistons on their way. Thanks to its favorable cylinder angle of 90 degrees, the inertial forces of the engine of the Ducati 1199 Panigale balance each other out best, which gives it the highest level of smoothness of the trio. In addition, the Italian is very gentle on the gas. The 75-degree twin of the KTM 1190 RC8 R has similarly low load changes. However, it vibrates very pronounced, which clearly overshoots the I-have-character-and-show-it-goal. In addition, the Austrian demands concentrated and powerful shifting, as negligence prevents proper gear changes.

Once again, the drive of the EBR 1190 RX behaves inconspicuously: moderate vibrations, average gear. At least on the race, her and the KTM 1190 RC8 R would look great with an automatic gearshift. The throttle response could also be a little softer on the US bike. Attentive application of the gas when exiting a curve is difficult because of the stiff, long-stroke throttle grip. It also takes some getting used to: The extremely low braking torque of the engine, which only trained two-stroke racers are happy about. If you are used to the braking effect of the drive when anchoring, you will have to switch to the RX.

The EBR drive behaves inconspicuously

Also unusual is the loud buzzing in push mode, which apparently comes from the chain tensioner – a nasty noise! Speaking of Mosern: The high operating force of the clutch breaks all records, so the Americans urgently need to work again. But the EBR 1190 RX can also be different. After all, it has twenty-fold adjustable traction control that allows every driver to choose his favorite position. That is ahead of the KTM 1190 RC8 R, which offers no driving aids.

The EBR 1190 RX also dispenses with electronic support for the brakes. Its trademark is the huge single disc, the diameter of which comes close to that of the front wheel – a real eye-catcher in combination with the ventilation ducts and the eight-piston saddle. But at least on the slopes, the system reaches its limits: the operating forces are too high, the braking effect too low, the reserves too poor, the transparency too sparse. This automatically shifts the braking points in the early direction, which means that the pack in these zones mercilessly attacks the defenseless EWC driver.

About anchoring and bending

The fact that the pressure point of the EBR 1190 RX remains stable and the fork is only slightly twisted is of little consolation. The stoppers of the two Europeans work much better. The Ducati 1199 Panigale in particular sets standards here. Your trapping irons grab a bit more forcefully and are a touch crisper than the excellent anchors of the KTM 1190 RC8 R..

If the RX is not very convincing with the brakes, it delivers a presentation of the extra class in the chassis chapter. It burns through the arches in an ultra-stable manner, offers crystal-clear feedback even in the deepest inclined position and thus gives its pilot a lot of confidence.

Jahn

The bottom line is that the EBR 1190 RX is not quite enough to become the new star.

The author had previously only known this driving experience, which clearly indicates the signature of a knowledgeable racing designer, from pure racing machines. In addition, the US bike hits the line precisely at the corner entrance and willingly digs into the corners. A series of racing skins? Are you kidding me? Are you serious when you say that! As standard rubbers, we put the Pirelli Diablo Supercorsa SP road tires on the Ducati 1199 Panigale, the EBR 1190 RX and the KTM 1190 RC8 R. Only corrections in an inclined position are stubbornly refused by the EBR and stubbornly on the chosen course. It also tends to be running-wide at the exit of a curve. Tactic: grasp the complete line of the arch before bending and navigate the RX accordingly.

The appealing spring elements support the rider of the EBR 1190 RX when doing compasses. They skilfully filter the bumps in the Borde course, such as those lurking when shortening the chicane. In addition, at least the fork has plenty of damping reserves. The shock absorber is different: Here we had to close the adjusting screws almost completely. The part bravely braces itself against the engine power, but it should still offer a little more reserves for tough laps.

The KTM 1190 RC8 R goes its own way when it comes to ergonomics

In a sense, the seating position also has flavor. Because the small distance between the bench and the handlebars makes the pilot very compact. That is not uncomfortable, at best unusual. But because the EBR 1190 RX leaves your jockey enough space to fold up, we wave the stance through. On the other hand, we have less understanding for the smooth seat cover. The surface should really give drivers more grip.

And the competition? The KTM 1190 RC8 R goes its own way when it comes to ergonomics. With the usual seat height of around 840 millimeters, the handlebars are clearly higher up than those of their fellow campaigners. As a result, the rider sits very upright, which is super comfortable, but leaves the last bit of feedback from the front wheel missing when the racetrack is glowing. The Ducati 1199 Panigale welcomes its driver more sportily, but not uncomfortably. Ultimately, your seating position is best suited for the piste break. This also applies without restriction to the equipment mentioned at the beginning. Simply sensational what a package of electronics and associated hardware Ducati has put together.

For the EBR 1190 RX it is not quite enough to become a new star

The driver assistants provide excellent support to the driver and keep his head free for those things that make things fast: braking late, accelerating early, concentrating on the perfect line, brave overtaking. Only stirring the handlebars when accelerating tarnishes the picture a little. Fortunately, the unrest never degenerates into a sneaky kick-back. On the other hand, great: the handling. The Ducati 1199 Panigale circles arches of all kinds with ease like no other. Thanks to its razor-sharp accuracy, the Italian plows even through tricky passages almost by itself.

The competitors do not quite come close to this performance. But the KTM 1190 RC8 R in particular remains on the heels of the Ducati 1199 Panigale. It crashes into corners at least as precisely as the EBR 1190 RX and also stays on course at the exit of the bend. In addition, she angles a little more nimbly than the American. However, the increased tire wear of the RC8 R is noticeable. The bottom line is that the EBR 1190 RX is not quite enough to become the new star. That applies at least to the race track, where it loses contact with the competition mainly because of its brakes. Nevertheless, the exotic anti-mainstream bike enriches the scene and enhances it. And that’s something, isn’t it?

V-Twin – the better drive?

Ducati

Because of the high mechanical stress, V-Twins require robust components.

V2 versus inline four-cylinder
From a technical point of view, not much speaks in favor of a V2 engine. Its greatest asset is its slim design, which enables excitingly slim lines on the bike. In addition, the shorter crankshaft requires fewer bearings than a row of four. With a correspondingly large angle between the cylinders (not less than 60 degrees), the intake ports can also be made very straight, which optimizes the mixture supply.

With the same displacement, V-Twins are not necessarily lighter than in-line four-cylinders. Reason: Because of the higher combustion pressures and greater mechanical stress, a V2 requires more robust components. Another weight-increasing factor: V-drives generally need many parts twice, such as the camshafts including timing chains.

The clutch and transmission have to be dampened in a complex manner

With the V-Twin, the clutch and transmission also have to be dampened in a complex manner because of the high torque peaks. This is not the only reason why developing a V2 is complicated. Due to the large piston diameter, it is difficult to achieve an optimal filling and to burn the mixture as completely as possible. In general, the bigger the hole, the more demanding the construction. Many contemporaries believe that twins generally generate more torque than four-cylinder.

But that’s not true! The currently most modern sporty two-cylinder (Ducati 1199 Panigale) generates the equivalent of a maximum of 108 Nm / liter displacement. For comparison: the BMW S 1000 RR delivers up to 116 Nm and even the aged Fireblade still sends 111 Nm to the transmission. The impression of fat torque arises because, because of their lower turning ability (higher mass of the moving components), Twins are tuned so that they deliver their power at low speeds. Racing series take into account the design disadvantages of two-cylinder engines and make concessions in the regulations, for example with regard to displacement

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Jahn

The engine power of the Ducati 1199 Panigale, EBR 1190 RX and KTM 1190 RC8 R..

Sporty twins with almost the same displacement could hardly be more different. The KTM 1190 RC8 R is strong as a bear at the bottom and in the middle. Strategy on the race: drive at low speed in the corners and tension the rope early and strongly. The Ducati engineers aimed for the highest possible peak performance, which is at the expense of the punch at low and medium speeds. At racing speed, the Ducati 1199 Panigale only offers enough flavor from around 8500 rpm. The curve of the EBR 1190 RX runs exactly between that of the competition. The peak power of 174 hp is remarkable, but the power delivery is not very spectacular. However, the tensile force is meaningful, see below.

Pulling power in 2nd gear

Jahn

In contrast to the conventional diagram, the tensile force also takes the translation into account. That is the force that the pilot feels.

In contrast to the conventional diagram, the tensile force also takes the translation into account. That is the force that the pilot feels. Despite fuller curves at medium revs (see above), the EBR 1190 RX does not power more than the Ducati 1199 Panigale. The reason is their longer gear ratio in the first four gears (here: second gear).

Technical data Ducati 1199 Panigale

Jahn

The seating position of the Ducati 1199 Panigale is ultimately best suited for the piste break.

drive
Two-cylinder 90-degree V-engine, four valves / cylinder, 143 kW (195 PS) at 10,750 / min *, 132 Nm at 9000 / min *, 1198 cm³, bore / stroke: 112.0 / 60.8 mm, Compression ratio: 12.5: 1, ignition / injection system, 67.5 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control.

frame & Brakes
Load-bearing motor with light metal subframe, steering head angle: 65.5 degrees, caster: 100 mm, wheelbase: 1437 mm, upside-down fork, Ø fork inner tube: 50 mm, adjustable spring base, rebound and compression stage. Laterally hinged strut with deflection, adjustable in spring base, rebound and compression. Spring travel front / rear: 120/130 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 200/55 ZR 17, first tires: Pirelli Diablo Supercorsa SP, 330 mm Double disc brake with radially attached four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear, ABS.

performance

Max. Rear wheel power **

 

125 kW (170 PS) at 282 km / h

Acceleration**
0-100 km / h
0-150 km / h
0-200 km / h
3.2 sec
5.0 sec
7.7 sec Draft **
50-100 km / h
100-150 km / h
4.9 sec
4.9 sec Top speed * 296 km / h measurements and weight
Length Width Height
Seat / handlebar height
Handlebar width
Weight
2060/810/1110 mm
845/875 mm
710 mm
196.5 kg with a full tank, v./h .: 52.1 / 47.9% consumption
Fuel type
Average test consumption 
Tank capacity
Tidy
Super unleaded
n / A.
17 liters
n / A.

Setup race track

Setup fork

 stat.neg. Travel: 24 mm,
Pressure level: 6 K open,
Rebound stage: 2 K open,
Level: standard
Setup shock absorber

 stat.neg. Spring travel: 5 mm, pressure level: 1 K open,
Rebound stage: 4 K open,
Level: standard
Base price

 19,990 euros, test machine: 19,990 euros (plus additional costs)
all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
* Manufacturer information ** PS measurement

Technical data EBR 1190 RX

Jahn

The unconventional design of the EBR 1190 RX: main frame as a tank, huge, internal single-disc brake with eight-piston fixed calliper, extreme geometry.

drive
Two-cylinder 72-degree V-engine, four valves / cylinder, 136 kW (185 PS) at 10,600 / min *, 138 Nm at 8200 / min *, 1191 cm³, bore / stroke: 106.0, / 67.5 mm, compression ratio : 13.4: 1, ignition / injection system, 61 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control.

frame & Brakes
Light alloy bridge frame, steering head angle: 67.6 degrees, caster: 97 mm, wheelbase: 1409 mm, upside-down fork,
Inner fork tube: 43 mm, adjustable in spring base, rebound and compression. Directly hinged central spring strut, adjustable in spring base, rebound and compression stage. Spring travel front / rear: 120/130 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, initial tires: Pirelli Diablo Rosso Corsa, 386 mm inside -Single disc brake with eight-piston fixed caliper at the front, 220 mm single disc with single-piston floating caliper at the rear.

performance

Max. Rear wheel power **   120.6 kW (164 hp) at 271 km / h
Acceleration**
0-100 km / h
0-150 km / h
0-200 km / h		 3.2 sec
5.2 sec
8.4 sec
Draft **
50-100 km / h
100-150 km / h		 5.2 sec
4.8 sec
Top speed * 300 km / h
measurements and weight
Length Width Height
Seat / handlebar height
Handlebar width
Weight		 2040/737/1110 mm
820/855 mm
715 mm
206 full tank, v./h .: 53.5 / 46.5%
consumption
Fuel type
Average test consumption 
Tank capacity
Tidy		 Super Plus
n / A.
17 liters
n / A.

Setup race track

Setup fork

 stat.neg. Suspension travel: 33 mm,
Pressure level: 4.5 U open,
Rebound stage: 2 U open,
Level: standard
Setup shock absorber

 stat.neg. Suspension travel: 15 mm,
Pressure level: 0.25 U open,
Rebound stage: 0.5 U open,
Level: standard
Base price

 16,990 euros, test machine:
16,990 euros (plus additional costs)
all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
* Manufacturer information ** PS measurement

Technical data KTM 1190 RC8 R

Jahn

The Austrian demands concentrated and powerful shifting, as negligence prevents proper gear changes.

drive
Two-cylinder 75-degree V-engine, four valves / cylinder, 129 kW (175 PS) at 10,250 / min *, 127 Nm at 8000 / min *, 1195 cm³, bore / stroke: 105.0 / 69.0 mm Compression ratio: 13.5 : 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain.

frame & Brakes
Steel tubular space frame, steering head angle: 66.7 degrees, caster: 96 mm, wheelbase: 1425 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Spring travel front / rear: 120/120 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Dunlop Sportmax 2, 320 mm double disc brakes with radially hinged four-piston fixed calipers at the front, 220 mm single disc with two-piston fixed calipers at the rear.

performance

Max. Rear wheel power **   116 kW (158 PS) at 255 km / h
Acceleration**
0-100 km / h
0-150 km / h
0-200 km / h		 3.2 sec
5.2 sec
8.2 sec
Draft **
50-100 km / h
100-150 km / h		 4.7 sec
4.5 sec
Top speed * 287 km / h
measurements and weight
Length Width Height
Seat / handlebar height
Handlebar width
Weight		 2050/830/1100 mm
835/895 mm
700 mm
205 kg with a full tank, v./h .: 52.8 / 47.2%
consumption
Fuel type
Average test consumption 
Tank capacity
Tidy		 Super unleaded
n / A.
16.5 liters
n / A.

Setup race track

Setup fork

 stat.neg. Travel: 27 mm,
Pressure level: 4 K open,
Rebound: 8 K open,
Level: standard
Setup shock absorber

 stat.neg. Suspension travel: 15 mm,
Pressure level low / high: 2 K / 1.5 U open,
Rebound stage: 3 K open,
Level: standard
Base price

 16,545 euros, test machine:
16,545 euros (plus additional costs)
all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
* Manufacturer information ** PS measurement

Evaluation and conclusion

Jahn

First place in the V2 super sports car comparison test went to the Ducati 1199 Panigale.

  Max.
Points 
  		Ducati
1199
Panigale  		EWC
1190 RX 
KTM
1190
RC8 R
drive
Power delivery 10 8th 7th 8th
Responsiveness 10 7th 6th 9
Load change reaction 10 9 6th 8th
Running culture 10 8th 7th 6th
Gear actuation 10 9 8th 6th
Gear ratio 10 8th 7th 9
Clutch function 10 8th 6th 6th
Traction control 10 10 8th –
Subtotal 80 67 55 52
landing gear
Driving stability 10 7th 8th 8th
Handiness 10 9 7th 8th
Cornering stability 10 9 10 9
Steering precision 10 9 7th 9
feedback 10 9 8th 7th
Suspension tuning in front 10 8th 9 9
Chassis set-up at the rear  10 8th 8th 9
Braking effect 10 10 4th 9
Brake metering 10 10 5 9
ABS function 10 9 – –
Sitting position 10 9 7th 7th
Lean angle 10 10 10 10
Subtotal 120 107 83 94
Lap time
Lap time 20th – – –
Total 220 174 138 146
placement   1. 3. 2.

1st place, Ducati 1199 Panigale
The Italian takes victory by a clear margin. Sure, their equipment scores a lot. But that’s not the only reason why the Ducati 1199 Panigale is the most complete racetrack burner of the trio. Braking, handling, top performance, seating position – all these qualities are wonderfully combined and deservedly lift you to the top spot on the podium.

2nd place, KTM 1190 RC8 R
Can a motorcycle be completely honest? Clear yes! The KTM 1190 RC8 R embodies this likeable quality like no other. Apart from that, she inspires with her great punch from the lower speed limit. It is also at the forefront on the chassis side. Decisive shortcomings: lack of further development, keyword driver assistance.

3rd place, EBR 1190 RX
The US bike misses out on the competition on the racetrack. This is mainly due to the brakes. But the EBR 1190 RX also sets highlights such as the breathtaking cornering stability. Because of its extraordinary technique, it is a treat for lovers.

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