Posted on 11.12.2015 by admin

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Hello, nice edge
Appropriate assistance systems are missing
Tongue out at uniformity
Technical data KTM 1190 RC8

Rossen Gargolov

15th photos

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Power on the crankshaft; Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%.

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The 1190 RC8 wasn’t perfect, but it was pleasantly different.

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Unfortunately, ABS and traction control were not available on the 1190 RC8.

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There is evenly scale to scale, regardless of whether the frame tube and tube or the swing arm aluminum parts are connected over a large area.

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KTM 1190 RC8.

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The cockpit also combines a lot of functionality in a small space…

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It is seldom that simple: The linkage can be changed in seconds via a cone with an acentric connection to the swing arm.

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…while the frame and swing arm can be seen as teaching pieces for the art of welding.

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KTM 1190 RC8.

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KTM 1190 RC8.

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Many corners and lines drawn as if with a ruler give the RC8 a unique look and blend well into a coherent whole…

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KTM 1190 RC8.

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KTM 1190 RC8.

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Sporty and comfortable – the 1190 RC8 showed the way.

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…The same applies to the driving experience. Transparent chassis, successful ergonomics and a powerful motor are the ingredients for a good dose of fun in the rollercoaster of long curves and tight bends.

Review of the KTM RC8 1190

Hello, nice edge

Farewells often tempt you to wallow in good memories. There were many of them on the KTM RC8 1190. But a few negative ones also stuck in my mind. A look back at the Austrians’s only superbike to date.

First the 950 Adventure, then the 990 Super Duke: KAt the beginning of the millennium, TM got serious about building the two-cylinder program. What was still missing? A superbike. That came with the KTM RC8 1190. Only, it always wanted to be not good. You notice that immediately. With the jagged lines devised by designer Kiska, the lacquered surfaces alternating between matt tones and glitter effects, it stood out from the crowd. That already applied to the first variant, which entered the superbike world from 2008. And that hasn’t changed today either. But it will be different. Because the RC8, as the current model with the additional abbreviation “R”, is leaving. KTM is taking them out of the program. Eliminates the competitive sport factor from the street motorcycles eligible for approval. Point. The End.

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Review of the KTM RC8 1190
Hello, nice edge

It serves power where it is needed

In addition to ergonomics, this also applies to the presentation of engine power. Okay, the V2 of the first RC8 types does not run very smoothly with a 103 mm bore and 69 mm cylinder stroke at the bottom. Rattles loudly to himself. The clutch has to help again and again. And no, the gears don’t really slide smoothly into the individual gear stages. Or to be more precise: When you insert the first one, it rattles a lot. 30 km / h are not possible in second gear, 50 in third either. City traffic was pretty far back in the KTM RC8’s specifications. But then, the hour of the V2 heart beats in the KTM. As soon as annoying stop-and-go is behind the license plate and the permitted country road speed is the delicately flexible limit, the 75-degree V-engine can finally work in the comfort zone.

It has very special virtues. In search of performance, the drive does not have to be squeezed out with all its might like a ripe orange for the daily vitamin injection. The KTM RC8 serves power where it is needed. Strives forward in an exemplary manner between 4000 and 8000 revolutions. In this area pushes a steadily growing mountain of torque towards the rear wheel, which anchors the summit cross firmly in its power massif at 7500 tours with 117 Nm. As a reminder: At just under 8000 rpm, the rev counter on the current Yamaha R1 first changes to a green display, signaling optically: Now I am ready for great deeds. Then the clock is already 95 km / h in first gear. Underneath there is only bored forced ignition in the combustion chamber. The RC8 does it the other way around. Your performance has a higher utility value. In retrospect, it may never have been at the top of the steadily advancing competition for more power and more speed. But anyone who has ever driven the two-cylinder hammer has more than appreciated this feature.

Appropriate assistance systems are missing

This also applied to every look into the motorcycle, into every hidden corner. Super-fine welding art everywhere, frame and swing arm of the KTM RC8 as workmanship works of art. Its basic corset is made up of eleven individual steel tubes and supports the engine. And every connection between the straight lines of its frame is apparently executed with so much devotion, with the unconditional will to perfectionism, that only amazement remains. This also characterizes the wonderfully welded swing arm from several aluminum parts. Simply beautiful, noble design as a display object. But what about the adulation? Please don’t use too much of it. After all, the KTM RC8 does not leave the motorcycle stage for no reason. The decisive arguments are probably only known to KTM boss Pierer. Those who could turn out to be such are quickly listed by looking at the eventful motorcycle life.

In the MOTORRAD endurance test (9/2011), for example, the KTM RC8 came to a standstill twice due to engine defects, and connecting rod bearing damage forced it to stop. In addition, the rear shock stressed with unyielding hardness. Numerous model maintenance measures let the criticism fall silent over the years. The engine, which, with double ignition, was in exemplary service from 2011 onwards and became a congenial partner of the chassis, particularly benefited from the diligent detailed work. However, what has not been part of the equipment to this day, and thus until recently, were assistance systems in keeping with the class. ABS and traction control? Not to get. The KTM RC8 spoiled with a lot of transparency and good grip at the back, but out of the curve it painted delicate black lines on the asphalt. A traction control would have something reassuring here with bad grip, an ABS anyway.

Tongue out at uniformity

That was not without effect. In 2012, the KTM RC8 R competed in the large MOTORCYCLE super sports mega test (issues 11–13 / 2012) and faced the competition on the country road, the racetrack and the high-speed track in Nardo. And mostly ended up very far back in the field. Because the other superbikes had added a lot of power in terms of performance and electronics packages were state-of-the-art. At the time, his colleague Stefan Kaschel summed it up as follows: “And another one who messes up the refusal to take the tour. Apart from ABS and traction control, the KTM is a great motorcycle. ”That’s right. And because it’s really great, let’s leave it with the pros and cons, the good and the bad. Dive deep through the curves with the old KTM RC8, experience how the front tire sucks into every bend almost on the tar tape when you brake. Without a noticeable moment of erection, the Austrian works in an inclined position. Keeps the line clean, follows the steering commands as if on rails. And awakens to life at every corner exit, blowing motorized joy into the environment. Mechanics and combustion take hold of space, beguile without disturbing, incite without overwhelming. Curve follows straight line, straight line follows curve. Thinking in the intoxication of bends, driving as an intense experience.

And then you get off and look. The corners of the mouth flit upwards, pure joy. A good motorcycle not only impresses with its function, but also beguiles your heart. The KTM RC8 will always have a place in it. It was pleasantly different – and certainly not quite perfect. But when everyone strives for the same perfection, uniformity quickly results. He always stuck his tongue out at the KTM RC8 in a friendly way. Just unique, not good.

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Review of the KTM RC8 1190

Hello, nice edge

Appropriate assistance systems are missing

Tongue out at uniformity

Technical data KTM 1190 RC8

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