We drove: KTM RC8R
Of all the Europeans who have returned to the superbike class in the past two years (in the case of Aprilia in the last two years), KTM has taken a unique path. It does not have an aluminum frame and four cylinders, so from a technical point of view it is the closest to Ducati (tubular steel frame, two-cylinder V-engine), but not in terms of design.
Just look: the plastic armor is molded as if someone had cut a shape out of cardboard ...
I had the opportunity to briefly test the 8 RC2008 on tire tests, and then I was controversial. On the one hand, I really liked it because of the lightness of the pen, the rough stiffness and the very direct connection between the driver and the asphalt surface.
It seems that once your KTM gets under your skin, all these products from this manufacturer are homemade since the design is based on the same philosophy. Impossible to keep a secret, but what about that rock-hard gearbox and the harsh engine response when you add gas on corner exit? History - these two shortcomings are corrected.
You are probably wondering which means R at the end of the name. Externally, it is recognizable by its different colors (orange bezel, black and white exterior with orange details, carbon fiber front fender), but to the liking it has more volume (1.195 instead of 1.148 cm?) And properly polished electronics.
The devil has 170 "horses"! For two cylinders, this is a lot and exactly as much as the Ducati 1198 can withstand.
If you want more, you can choose from three bonus packages: Club racing kit (Akrapovic exhaust, new cylinder head gasket, different valve settings and electronics add 10 "horsepower") Superstock kit (there are 16 racing items in this pack) or Superbike set for professional riders (we are silent about the power of the last two).
Already in the base version you get Pirelli forged Marchesini and Diablo Supercorsa SP wheels, 12mm rear height adjustable, tough (but really good!) Strong brakes and fully adjustable suspension.
On the first exit onto the grave asphalt, I was just getting used to the car. As I said, the bike is so different that at first you just don't know how to behave. Only in the second series of five laps did we become fast.
Suspension and frame they do a great job as the bike stays stable through long corners and allows itself to bounce like a supermoto machine when changing direction. Around the hill, where the asphalt has long been in need of change, the driver's brain is shocked by the twisted screws, but the steering remains calm all the time. The steering damper is great.
The moment you need to start adding gas again after braking, the engine no longer squeaks as harshly as last year's (2008) model - but it has more power! The kilowatt delivery to the rear wheel is still strict, but less tiring for the driver.
Transmission Despite the improvement, he is heavier than the Japanese, but not as much as in the first series - and above all, he always obeys the commands of his left foot, which his predecessor could not boast of.
For whom? For the riders, of course. The second place (behind Yamaha and ahead of Suzuki and BMW) by factory KTM racer Stefan Nebl in the German International Superbike Championship is proof that the Oranges can compete in the liter class. Riders will be able to appreciate and take advantage of the sea of fine tuning this car provides, and only they will not find the price too high. Yes, expensive ...
PS: I just got hold of the February Austrian motorcycle magazine PS. It is true that it is Austrian, and the suspicion of coercion of homemade sausage remains, but nevertheless - the results of a large comparative test were well reasoned. In short, the RC8R came in second in a competition of seven sister cars, behind the Bavarian S1000RR and ahead of the Italian RSV4. Three cheers for Europe!
Face to face. ...
Matei Memedovich: It has everything: it is beautiful, powerful, controllable. ... But there is even something too much in it, and this is a price that stands out strongly against the background of competitors. Let me return to the handling, which surprised me compared to its predecessor. They really made an effort here.
I would also compliment the responsiveness of the engine, which requires several kilometers to drive fast, because the way of driving is different. Downshifting at higher revs can be dangerous, as the rear wheel has repeatedly blocked me when braking towards the Zagreb corner without applying the rear brake. One day I found myself in the sand, but fortunately no scratches. Perhaps KTM's mud roots contributed to the happy ending. ...
MODEL: KTM RC8R
Test car price: 19.290 EUR
engine: two-stage V 75 °, four-stroke, liquid-cooled, 1.195 cc? , electronic
fuel injection Keihin EFI? 52mm, 4 valves per cylinder, compression
ratio 13: 5
Maximum power: 125 kW (170 km) approx 12.500 min.
Maximum torque: 123 Nm at 8.000 rpm
Energy transfer: 6-speed gearbox, chain
Frame: tubular chrome-molybdenum
brakes: two coils ahead? 320 mm, radially mounted Brembo four-tooth jaws, rear disc? 220 mm, Brembo twin-piston cams
Suspension: front adjustable telescopic fork White Power? 43mm, 120mm travel, White Power rear adjustable single damper, 120mm travel
Tires: 120/70 ZR 17, 190/55 ZR 17
Seat height from ground: 805 / 825 mm
Fuel tank: 16, 5 l
Wheelbase: 1.425 mm
Weight: 182 kg (without fuel)
Representative:
Motocentre Laba, Litija (01/8995213), www.motocenterlaba.si
Here, Koper (05/6632366), www.axle.si
First impression
Appearance 5/5
Because he dares to be different. If you're ugly, you can erase four stars of peace of mind.
Motor 5/5
Considering that this is a two-cylinder engine, we call it excellent unconditionally. However, the fact that it produces more vibration compared to the four-cylinder is not exactly an accurate model, but it should be clear to you.
Comfort 2/5
The handlebars are not too low, but the whole bike is extremely rigid, so forget about comfort. However, it can be mitigated, but we did not test this on the race track.
Price 3/5
From an economic point of view, it is difficult to understand a purebred racing car. Take the racing parts catalog, walk around the bike and add up the cost of suspension, brakes, adjustable levers and pedals, wheels ... and then guess if it costs four thousand more.
First class 4/5
This is not a confectionery for general use between Ljubljana and Portorož, but a product for a very small group of motorcyclists with extensive racing experience. And there was enough money.
Matevzh Hribar, photo: Zhelko Pushchenik (Motopuls), Matei Memedovich
