Top test KTM 1190 RC8

Top test KTM 1190 RC8
Artist

Top test KTM 1190 RC8

Top test KTM 1190 RC8

Top test KTM 1190 RC8

Top test KTM 1190 RC8

27 photos

Top test KTM 1190 RC8
KTM

1/27
First pictures of the prototype.

Top test KTM 1190 RC8
KTM

2/27

Top test KTM 1190 RC8
KTM

3/27

Top test KTM 1190 RC8
KTM

4/27
KTM develops a super sports car: V2 with 1150 cubic meters.

Top test KTM 1190 RC8
KTM

5/27

Top test KTM 1190 RC8
KTM

6/27

Top test KTM 1190 RC8
Gate say

7/27
At the end of August 2007, spyshots of the prototype first appeared on Austria’s streets.

Top test KTM 1190 RC8
KTM

8/27

Top test KTM 1190 RC8
KTM

9/27

Top test KTM 1190 RC8
KTM

10/27
First pictures of the prototype.

Top test KTM 1190 RC8
Gate say

11/27
The Erlkönig already has a distinctive rear: the indicator arrangement was particularly noticeable.

Top test KTM 1190 RC8
KTM

12/27

Top test KTM 1190 RC8
KTM

13/27

Top test KTM 1190 RC8
KTM

14/27
First pictures of the prototype.

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KTM

15/27

Top test KTM 1190 RC8
KTM

16/27

Top test KTM 1190 RC8
KTM

17/27

Top test KTM 1190 RC8
KTM

18/27
First pictures of the prototype.

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KTM

19/27

Top test KTM 1190 RC8
KTM

20/27

Top test KTM 1190 RC8
KTM

21/27

Top test KTM 1190 RC8
KTM

22/27
First pictures of the prototype.

Top test KTM 1190 RC8
KTM

23/27

Top test KTM 1190 RC8
KTM

24/27

Top test KTM 1190 RC8
KTM

25/27
First pictures of the prototype.

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26/27

Top test KTM 1190 RC8
KTM

27/27

Top test KTM 1190 RC8

Two-cylinder superbike

The KTM RC8 took almost five years from the study to the series. But now it is ready, ready to race like no other. And lays claim to the crown among the two-cylinder engines.

Simply stopping for a moment or refueling with the KTM RC8 is not an option. The first test drive quickly takes on a PR tour. Hardly parked, at least one or two people are already there. And don’t give up until your curiosity is satisfied. How is the RC8 now? Does she have performance? And the landing gear? One of them calls his buddy to send him a sound check of the 75-degree V2 on his cell phone. It was about time that the Ducati monoculture was introduced to the two-cylinder athletes. Aprilia had an effective opponent with the Mille for a while, but has consistently neglected development in recent years. The Bavarians have withdrawn to another field of play by insisting on the air-cooled boxer. And the Japanese abandoned the attempt to put an Anti-Duc on the wheels years ago, despite some promising approaches.

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Top test KTM 1190 RC8

Top test KTM 1190 RC8
Two-cylinder superbike

KTM already starts at 3000 rpm like the devil, doesn’t buckle for a second, but delivers fat pressure. Up to 7000 rpm so much that you can easily handle everyday life up to this mark. Exactly the area that is important on the country road for relaxed but powerful forward movement. In addition, the engine hammers a hearty, robust hymn to the two-cylinder from its underfloor exhaust. Despite the subtle aggressive note and the exotic 75 degree cylinder angle, the V2 runs extremely cultivated in the first half of the speed range. Only when the LCD bar of the difficult-to-read rev counter passes 6 does a noticeable tingling sensation trickle through the notches and handlebars. That’s why the two-cylinder is there for the smallest opening of the double throttle valve. In the lower speed range, the throttle response got pretty hard. In spite of this, the speed can easily drop to 2500 rpm in tight bends, because the torque curve, which is suitable for hairpin bends, pulls the KTM out of the bend again without too violent rattling.

Running culture


Artist

The chassis can easily take a co-driver, but he must be capable of suffering.

City traffic ?? especially 30 zones ?? is still not one of the specialties of the twin. Because the V2 is conditioned for lively tearing, light-footed revving. And it actually snaps up as light as a feather from the deepest rev lows. The recipe: little oscillating mass, box-type pistons that are as light as they are graceful, and low oscillating masses. The result is a lively and powerful engine that hangs in the stiff tubular frame. However, the KTM does not underline its motor power with impetuous wheelies. Rather, the 52 to 48 percent front-heavy weight distribution ensures that the pressure from the two KTM tanks is primarily converted into propulsion instead of wild unicycle rides.

If the presentation of the V2 was a pleasure so far, the switch box delivers the fly in the ointment. The clutch needs a firm hand, but did not separate cleanly on the test copy. Which not only took away the smoothness of the gear changes, but also caused an ugly blow when engaging the first. Only at higher engine speeds in racing style without the clutch did the gear changes slip smoothly. The KTM technicians should lend a hand again. Otherwise, they have done their work. This also applies to the chassis: The driving characteristics of the RC8 correspond one to one to its dynamic exterior. Somehow they had almost come to terms with the fact that large two-cylinder racers are a little bulky around the corner. End, over, over. From now on there will be a whirlwind in the realm of the Twins. A slight steering impulse is enough to fold the KTM into corners. How the RC8 can be peppered from one incline to the next is a show. Closing dog turns lose their horror because the KTM is always available for course corrections. A little further, a little closer, it doesn’t matter how you want the curve, KTM does it.

And once the Pirelli Dragon Supercorsa Pro has got a little bit of temperature, the pilot receives detailed information from the road surface. Above all, however, they offer endless grip for pithy slopes and courageous gasping at corner exit. The driver doesn’t actually have to concentrate on the choice of line, the KTM almost flits around the corner on its own. Stay neutral like Switzerland and stay on the track without any further action. Even in flat, fast, wide curves, the KTM lies as if dowelled. The fully adjustable WP spring elements do not cause any unrest. Incidentally, the adjusting screws are not placebo screws. Rather, the KTM reacts very well and noticeably to setup changes or when the rear is lowered via an eccentric. You can’t expect a lot of comfort from the shock absorber. Equipped with a hard 110 kilogram spring, the joints and edges are not too caring for the driver’s rear.

Way to the throne

Top test KTM 1190 RC8

Top test KTM 1190 RC8

Top test KTM 1190 RC8

Top test KTM 1190 RC8
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Pictures: Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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technology


Artist

Sporty and firm: the shock absorber equipped with high and low-speed compression adjuster.

Even if the RC8 engine, which is equipped with two throttle valves per intake port, is similar to the LC8, they have little in common. The RC8-Twin hardly weighs any more despite the significantly stiffer housing. After all, he has to cope with 185 hp in racing trim. With 42 mm titanium inlet valves, 34 mm steel exhaust valves and throttle valves with a diameter of 52 millimeters, the airways are not mercilessly wide for maximum peak performance. Rather, a good compromise was found between performance and drivability.

The dry sump lubrication works with three oil pumps. One pumps the oil from the oil tank into the crankcase, the second from there to the gearbox, and the third back into the oil tank. In addition to minimizing splashing losses, numbers two and three even create negative pressure in the housing. Reducing power loss is also the reason for the friction-minimizing Diamond-Like-Carbon (DLC) coating on pistons, piston pins and rocker arms. The dry sump lubrication not only creates stable lubrication conditions, but also creates space under the engine for the silencer. The compact manifold guide in turn provides space for a low-set shock absorber. This allowed the tank to be pulled far under the seat.

MOTORCYCLE measurements

Mileage
Top speed: * 280 km / h

Acceleration:
0 100 km / h 3.0 sec
0 ?? 140 km / h 4.8 sec
0 200 km / h 8.6 sec

Draft:
60 ?? 100 km / h 3.6 sec
100 ?? 140 km / h 3.6 sec
140 180 km / h 3.9 sec

Speedometer deviation:
Effective (display 50/100) 49/99 km / h

Tachometer deviation:
Display red area 10800 rpm
Effective 10700 rpm

consumption
Country road: 5.5 l / 100 km at 130 km / h 5.8 l / 100 km
Theor. Range of country roads 300 km
Fuel type: Super

mass and weight
L / W / H 2040/830/1140 mm
Seat height: 820 – 830 mm
Handlebar height: 890 905 mm
Turning circle: 6335 mm
Weight with a full tank: 201 kg
Payload: 179 kg
Wheel load distribution v / h 52/48%

Driving dynamics
The performance curve of the KTM strives towards the zenith with impressive evenness. The slight depression in the upper area is practically not noticeable. The enormous torque curve also testifies to the successful tuning work. Practically with the clutch you already have around 90 Nm at hand. From 4000 rpm, over 100 Nm are permanently available. You can really draw on the full potential at medium speeds.

In fast slalom, the KTM can be circled past the pylons extremely precisely at high speeds thanks to the excellent accuracy and the high stability of the chassis. Due to the firm suspension, the powerful engine and good grip on the rear wheel, the time driven is a top value. The clutch must be used at the reversal point, as the engine runs a bit rough below 3000 rpm.

In the slow slalom, the KTM wants to be moved by pulling the rear wheel in order to master the slow slalom neutrally. The very good feedback helps her to set a new record among the athletes.

The brake responds fine and can be dosed perfectly. Due to the front-heavy weight distribution, the rear wheel tends to lift off, but this is easy to control thanks to the transparent brake and good stability (1). The achievable deceleration is excellent given the short wheelbase.

Comments MOTORCYCLE scoring

engine
Even if the KTM-V2 shines with formidable top performance, its strengths are the even power delivery and the strong pulling power. The hard response behavior in the lower speed range is, however, still in need of improvement, as is the hooked gears and the clutch that does not separate properly. The closing of the secondary throttle valves, which is delayed by the servomotor, can be clearly felt when braking. However, a slip clutch cannot replace this.

landing gear
Much praise, little criticism earns the chassis. Handy, stable and precise? you can’t ask for much more. However, this is bought at the price of a hard spring at the rear, which is so tight that even with a pillion passenger the handling hardly changes. However, the chassis does not offer sovereign straight-line stability at top speed, as the shock absorber introduces impacts and unrest into the chassis at joints and edges. The adjustment range offered by the spring elements is exemplary for this.

everyday life
The sitting position is pleasantly sporty and relaxed. Things are different with the pillion passenger. Short-legged people in particular almost need a ladder to climb their airy place. A show is the cockpit with information about consumption, range, due date of the next inspection and in race mode with lap times, top speed, difference to the fastest lap, laps still to be driven. You can even adjust the sensitivity of the fuel level sensor.

security
Good effect, fine controllability: the braking system leaves nothing to be desired in country road sports. The pressure point is clear and does not move. However, the pilot must be prepared for a pronounced righting moment when braking in an inclined position. If the handlebar bumps occur, the adjustable steering damper has it under control.

costs
In view of the performance, the consumption is okay. When it comes to inspection costs, the RC8 is less noticeable because of the 7500 intervals than because of the high labor value specifications.

Overall rating
She is a thoroughbred racer that practically fits from the box onto the slopes and is amazingly suitable for everyday use. However, the high quality has its price.

Noticed

+plus
It is now a good KTM tradition that a sticker under the seat provides suggestions for sport, standard and comfort setup. These are actually extremely practical and, thanks to the effective spring elements, fulfill their purpose. In the test, MOTORRAD used the standard setting for country roads

The extremely large display of the cockpit is excellent in the field of vision. However, the readability of the LCD tape for the speed display is bad. But the cockpit has two display modes ?? Road and Race ?? ready. Each with a variety of functions. The programmable red shift light is conspicuously bright and optimally positioned

The workmanship of the RC8 leaves little to be desired, and neither does the equipment from an athlete’s point of view. The mirror and license plate holder with rear light can be removed in no time without leaving gaping holes

-minus
The fuel cap leaked minimally in the test

Consideration in the mirrors restricted by upper arms and vibrations

Data KTM 1190 RC8


Artist

Finely adjustable and highly effective brakes and equally effective adjustment screws on the finely tuned fork.

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, secondary ratio 37:17.

Bore x stroke 103.0 x 69.0 mm
Cubic capacity 1150 cm³
Compression ratio 12.5: 1
Nominal output 113.8 kW (155 hp) 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, adjustable spring base, rebound and compression damping, steering damper, 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 Dragon Super Corsa Pro tires tested

mass and weight
Wheelbase 1430 mm, steering head angle 66.7 degrees, caster 90 mm, spring travel f / h 120/125 mm, permissible total weight 380 kg, tank capacity / reserve 16.5 / 3.5 liters.

Guarantee: two years
Mobility guarantee: one year
Service intervals every: 7500 km
Colors: black, orange, white

Price: 15595 euros
Additional costs: 200 euros

It’s all a question of attitude

Everyone talks about it, hardly anyone does it: build a motorcycle that can be individually adjusted to the driver. At KTM, people have been smoking their heads on this topic and have implemented ideas that are as simple as they are ingenious. It starts with the handlebar halves, which are screwed on 15 millimeters below the upper fork bridge using spacer bushes ?? and can be moved further upwards accordingly. The notches offer the option of being mounted in different heights. Depending on the shoe size, the pedals of the brake and shift lever can be positioned at three different distances from the notch.

In the case of the shift linkage, the lever ratio can even be changed, depending on whether you prefer shorter shift travel with a little more effort or longer travel with less shift force. And by the way, the gearshift lever is already provided for reversing the gearshift pattern when using KTM’s own racing footpegs.

Lifting the rear frame and thus the driver’s seat is ingeniously simple. The screws to be loosened are easily accessible, the holes fit perfectly, but a helper is recommended. Thanks to the effective adjustment ranges of the damper screws, the chassis can also be well adapted to your own needs. And if you want to change the rear height, you will find an easily accessible eccentric on the deflection of the shock absorber. The best thing about it: Although Torx screws are used almost everywhere, all adjustment work can be done with little effort practically on the roadside with the high-quality on-board tools. Some manufacturers could learn a thing or two about that.

The competition

Top test KTM 1190 RC8

Top test KTM 1190 RC8

Top test KTM 1190 RC8

Top test KTM 1190 RC8
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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

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Top test KTM 1190 RC8

Say

Our conclusion

The KTM RC8 has come to face the Ducati domination. And it does this with ease, a powerful Power-V2 in the rigid chassis and impeccable ergonomics. Apparently the KTM developers used the development time to learn from the weaknesses of the competition. A strong debut.

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