Austria's KTM has taken a big step by expanding its range into sports bikes, and the result is a very impressive debut, writes Conor Twomey
THIS YEAR looks like being a very big year for KTM. The Austrian company is best known for off-road and enduro machines, but it has been working towards expanding its product range of late and this, the RC8, is probably the most surprising model in its expansion plans, if you exclude the Audi-powered KTM X-Bow sports car. Because a sports bike is such a radical departure for KTM, they've had to develop it entirely from scratch, including the chassis, suspension and engine, but the company took no chances in ensuring it was a world-class machine.
The frame, for example, is an all-new trellis design made entirely from chromoly steel and it's not only super-rigid, it's also said to be as light as a GP 250 frame. Its double swingarm is made of anodised cast steel to maximise strength, while WP Suspension took care of the fully-adjustable 43mm upside-down forks, the race-ready rear monoshock and the steering damper.
The front brakes are top-of-the-line, four-piston monoblock Brembo callipers which clamp two 320mm discs, with a single twin-piston Brembo calliper and a 220mm disc for the rear.
The engine is based loosely around the Superduke's familiar twin-cam 990cc V-Twin engine, but it has been radically redesigned for the 1190 RC8 to squeeze an extra 1,000 rpm from it. Peak power is a robust 155hp at 10,000rpm, with 120Nm of torque available at 8,000rpm. Twin balancer shafts help quell vibrations somewhat, although it's still got that unmistakable V-twin buzz when you get into the higher revs.
KTM obviously needed to set the bike apart from its rivals, so styling is rather radical, which means it probably won't be to everyone's taste. Personally, I like the madcap design, especially as it hasn't been at the expense of rider comfort.
Indeed, if anything, the bars on our test bikes were a little high, making it feel almost like streetfighter, but once on the track it wasn't that noticeable and would likely be a boon on longer journeys.
Because I had no idea what to expect of the RC8, I approached it rather gingerly at the beginning, especially as KTM has been marketing the bike of something of a bad boy.
However, my confidence in the bike quickly grew and before long I was able to push it quite hard around the GP circuit in Jerez, Spain, where Bridgestone had made the bike available as part of the assessment programme for its new BT-016 sportbike tyre. The engine is a little cranky at low revs, but once it's past the first 2,000 rpm it builds power in a very linear fashion all the way to the red-line, with plenty of torque on tap all the way, so it never feels out of puff even if you select a gear too high for a particular turn. I did find that gearing a little short, which meant adjusting my shifting points compared to high-rev four-bangers, particularly as there's no slipper clutch to prevent the back end braking loose when downshifting.
The throttle is smooth, sharp and surprisingly intuitive to use, while the RC8's chassis is very responsive to inputs, making it an easy bike to adjust mid-corner. The brakes are sharp, linear and incredibly powerful too, while overall the bike displays fine balance and is pleasantly communicative right up to the limit.
The only real issue I had with the RC8 was its gearbox, which had a tendency to be notchy and uncooperative, and even popped itself into neutral on me a couple of times. Robust inputs are required from the rider to ensure a clean selection, while the presence of a gear indicator on its space-age Zadi instrument cluster would have been welcome to reassure myself that it was actually in gear.
Despite the few minor issues, it's still a hugely impressive sportsbike debut from KTM, doubly so when you consider that KTM went entirely its own route in terms of design and execution with the RC8. It's fast, boasts a fine chassis and has tons of character and isn't nearly as insane as the pictures or the promotional material or the wild looks suggest.
Factfile KTM 1190 RC8 Y
Engine:1148cc liquid-cooled, dry-sump, four-stroke LC8 V-twin
Power and torque:155hp at 10,000 rpm, 120Nm at 8,000rpm
Performance:280km/h top speed
Transmission:Six-speed gearbox, wet clutch
Frame:Chromoly steel trellis
Dimensions:Seat height: 805 mm; wheelbase: 1,430 mm; weight: 188kg (dry)
Suspension:Fully adjustable 43mm USD WP forks; double swingarm, fully adjustable WP monoshock
Wheels and tyres:Five-spoke alloy wheels; 17" front and rear. Tyres: front: 120/70 ZR 17;rear: 190/55 ZR 17
Brakes:Four-piston Brembo Monoblock radial callipers, 320mm front discs; two-piston Brembo, 220mm single rear disc
Price:TBC