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Comparison between KTM 1190 RC8 and KTM X-Bow

KTM: car versus motorcycle

Both come from KTM, both are subject to the same physical laws. But the X-Bow sports car and the 1190 RC8 sports motorcycle are fast in very different ways.

The flat, orange-black wedge accelerates along the home straight of the Hockenheimring. Compared to the tall, narrow and also orange-black single-track projectile called the KTM 1190 RC8, which flew by here a few seconds ago, it seems yawning slow. But he could gradually slow down. Hello there, the curve, brake? yes, man! Oh crap, now it bangs.

It doesn’t pop. When driving by, the wedge’s wings, spoilers and diffusers make a noise as if a vacuum cleaner were pulling in a sock that was left behind. The brake discs whir, then a pitiful tire squeal lays over the background noise, and with a slight offset of the track the wedge presses through the north curve. Later, the recording attests to an average deceleration of 11.5 m / s² at this point, while the RC8, which quickly lifts the rear wheel when braking at the limit, reaches a maximum of 9.3 m / s². Wide tires and aerodynamic downforce have enormous effects, the weight disadvantage of the 846 kilogram car, on the other hand, only affects the service life of the brake discs.

There is no doubt that when the KTM X-Bow comes into play, even fast-paced motorcycle racing fans have to relearn how to watch. Because as different as the proportions of the two vehicles are? narrow and high versus wide and flat ??, just as differently are their speed curves on a fast lap. The one of the RC8 goes up and down much higher than that of the X-Bow, and it is time-shifted. Slightly abbreviated and exaggerated, Hockenheim’s recording recordings can be interpreted as follows: Where one is fast, the other is slow and vice versa.

Video: KTM RC8 versus X-Bow

Four against two wheels

With a power-to-weight ratio of 1.3 kilograms per hp, only marginally impaired as a driver by the lightweight top tester Karsten Schwers, the RC8 easily accelerates the 240 hp sports car, which is not exactly underpowered, and driven by sport-auto editor-in-chief Horst von Saurma. It reaches 213 km / h on the home straight, 30 km / h more than the car. But a few meters later it arrows through the north curve at 132 km / h, while the motorcycle only comes to 109 km / h. This is repeated, to different degrees, before and in every bend; the motorcycle’s loss of speed is greatest in the north bend.

The reason for this is not solely technical. At this particular point, psychology plays an important role, but it must be included in a comparison between motorcycle and car. The previous evening, the north curve had been heavily oiled by an engine burst during a car training session, and on his first lap tester Schwers could only avoid a take-off with luck and excellent reflexes. The deepest puddle was erased immediately, but the finely distributed oil mist in the corner exit, the cause of the near-fall, made the motorcyclist still act more cautiously than the autopilot. With four wheels it slips and drifts more freely than with two, especially on a racetrack with wide run-off zones, because the line between drift and take-off is wider in the car and it is very likely that it will not hurt as much if a slip occurs from a slide becomes.

Two wins

27 Pictures

Pictures: Comparison of KTM 1190 RC8 against KTM X-Bow

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Commentary Recording – The Hockenheimring

Data recording: KTM 1190 RC8 against KTM X-Bow at the Hockenheimring.

As the recording shows, there would be murder and manslaughter if the RC8 and the X-Bow were sent on their fastest lap at the same time. Because the high basic speed of the car does not harmonize at all with the extreme speed differences that result from the enormous acceleration capacity of the 155 hp motorcycle. Before every bend, the RC8 would be easily braked by the X-Bow or even stand in its way, only to then pull away again.

The performance of the RC8 remained constant, while the tires and brakes of the X-Bow were already so hot after the third and fastest lap that the subsequent laps were a good half a second slower. Ascending trend. Even the extreme effort of the pilot did not help. The X-Bow remains an expensive pleasure not only because of its price, but also in terms of maintenance.

Data KTM 1190 RC8

engine
Water-cooled two-cylinder four-stroke 75-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 52 mm, regulated catalytic converter, 450 W alternator, 12 V battery / 11 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 103.0 x 69.0 mm
Cubic capacity 1150 cm³
Compression ratio 12.5: 1
Rated output 113.8 kW (155 PS) at 10,000 rpm
Max. Torque 120 Nm at 8000 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, steering damper, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Pirelli Supercorsa Pro tires tested

mass and weight
Wheelbase 1430 mm, steering head angle 66.7 degrees, caster 90 mm, spring travel f / r 120/125 mm, seat height * 805 825 mm, weight with a full tank * 201 kg, load * 179 kg, tank capacity / reserve 16.5 / 3, 5 liters.

Two year guarantee
One year mobility guarantee
Service intervals every 7500 km
Colors black, orange, white
Price 15,995 euros
Additional costs around 200 euros

Data KTM X-Bow

Gargolov

engine
Water-cooled four-cylinder four-stroke in-line engine, two balance shafts, two overhead, chain-driven camshafts, four valves per cylinder, roller rocker arm, wet sump lubrication, injection, exhaust gas turbocharging, regulated catalytic converter, alternator 1080 W, battery 12 V / 68 Ah, hydraulically operated single-disc Dry clutch, six-speed gearbox, rear-wheel drive with mechanical limited-slip differential.

Bore x stroke 82.5 x 92.8 mm
Displacement 1984 cm³
Compression ratio 10.5: 1
Rated output 177 kW (240 hp) at 5500 rpm
Max. Torque 310 Nm at 2000 rpm

landing gear
Carbon monocoque with transversely installed mid-engine, independent front and rear suspension with double triangular transverse links, spring struts operated via push rods, adjustable spring base, rebound and compression damping, stabilizer front and rear, rack and pinion steering without servo assistance, hydraulic dual-circuit brake without brake booster, internally ventilated disc brakes at the front, Ø 305 mm, four-piston fixed calipers, internally ventilated disc brakes at the rear, Ø 262 mm, two-piston fixed calipers.

Cast aluminum wheels 7.5 J x 17; 9.5 J x 18
205/40 R 17 tires; 235/40 R 18
Tires in the Michelin Pilot Sport test

mass and weight
Wheelbase 2430 mm, track width f / h 1644/1624 mm, spring travel f / h 150/150 mm, weight with a full tank * 846 kg, payload * 404 kg, tank capacity 40 liters.

Two year guarantee
Service intervals every 5000 km
Orange / black colors
Price 66,795 euros
Test vehicle price ** 101,162 euros

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