1. Maestro
It’s not often that a superbike
launch is as eagerly anticipated
as this one, the launch of KTM’s
latest and greatest bike, the
RC8. The prototype exhibited
at the 2003 Tokyo Motor Show
was undoubtedly the star
and the motorcycle world was
waiting eagerly for the day when
KTM would launch it. The day
arrived when KTM announced RC8
production was imminent at the
2007 Milan Motor Show.The question
was, would the prototype, exquisitely
designed by Design Studio KISKA, come
outinproductionformasaperfectrendition
or would it be watered down as so many
motorcycle prototypes before it were? And
would it function as well as it looked?
We’re sorry to say that the prototype was
changed. Not more than 5 or 6 engine parts were
carriedoverfromtheprototype.Andtheswingarmwasaltered.
The miniscule windshield? Bigger now.The cool analog/digital
speedometer combo was junked. The funky side mounted
external oil tank is now incorporated into the engine design.
But worry not, bike fans. The prototype RC8 was changed for
the better.And is it good? Read on...
The Mattighofen
www.msportbike.com
15New Wheels
NewWheels#04.indd 15 5/21/08 10:07:03 AM
2. TECHNICAL HIGHLIGHTS
The LC8 engine,redefined and refined
The LC8 engine is usually found in the
Adventure, Supermoto and Super Duke as
well as the prototype RC8 but for their first
real production superbike, KTM went back
to the drawing board. One motivating factor
was the knowledge that the World Superbike
Championship rules were to be amended to
allow a 1200cc limit for twins.The other was the
search for higher performance. To compete in
the stratified atmosphere of high performance
twin cylinder superbikes, KTM knew their goal:
an ideal mixture of massive torque, spread
over a wide rpm range. Thus, very few parts
are shared between the old 990cc LC8 and the
newer 1148cc LC8. The 6 speed lightweight dry
sump powerplant only weighs 64 kgs and is
equipped with an integrated oil tank,positioned
forwards for weight distribution purposes. In
addition, the positioning allows the deletion
of external oil pipes and junctions. The ultraflat
103mm pistons stroke through 69mm on high
strength conrods and the engine features twin
countershafts to quell vibrations. The 8 valves
are operated by twin camshafts through cam
followers and feature prominently in KTM’s
search for linear power production.
The other ingredient in KTM’s recipe for
power is the Keihin electronic injection system.
The 52mm throttle bodies are completely
enclosed inside the ram-air airbox, enabling
the KTM designers to create both a slim profile
and enough airbox volume for power. The
electronics feature the CAN bus wiring system,
simplifying maintenance and reducing weight.
A significant feature of the 1148cc LC8 is the
underslung exhaust system.The entire underside
of the fairing allows significant volume for noise
reduction and the location is favourable with
regards to the RC8’s centre of gravity.Of course,it
also meets EURO III emissions specifications.
Sohowmuchpoweryouask?TheKTMboasts
a claimed 155hp at 10,000 rpm and 120 Nm of
torque. As a comparison, the Ducati 1098 claims
to produces 160bhp at 9,750 rpm and around
122Nm of torque. The Aprilia RSV1000R Factory
slugs out 142hp at 10,000 rpm and 101Nm. The
Katoom punches hard in its category, that’s
for sure. Weight is a different matter. KTM has
concentrated hard at losing weight and it results
in the RC8 weighing in below 200kg brimming
with fuel.The 1098 claims 173kg but this is bone
dry (no fluids whatsoever) and the RSV Factory is
185kg dry.
www.msportbike.com
New Wheels
NewWheels#04.indd 16 5/21/08 10:09:52 AM
3. The Backbone of It All
A simple latticework of differentially sized steel
chromoly tubes make up the RC8’s lightweight
frame. It weighs in at only 7.5 kgs, lighter than
many alloy deltabox frames.The frame is entirely
manufactured in-house at Mattighofen, a fact
they are proud to announce. The subframe is
made from 7020 aluminium tubing. Also in
lightweight aluminium is the utterly gorgeous
swingarm. The prototype sported a fully
machined-from-billet piece, which was stunning
but obviously expensive to manufacture so
the production version uses cast and sheet
aluminium pieces. KTM’s engineers settled on a
wheelbase of 1430mm and set the rake angle at
66.7 degrees. If necessary, the rake angle can be
adjusted and the ride height easily altered.
Suspension duties are handled by KTM’s
long-serving partners, White Power. The front
WP upside downers are 43mm in diameter
and adjustable for spring preload (10mm),
compression damping (32 clicks) and rebound
damping (28 clicks). The rising rate linkage
suspension system at the rear features a WP
shockabsorber,alsoadjustableforspringpreload
(infinitely adjustable), rebound and compression
damping (28 clicks). The compression damping
is adjustable for low and high speed damping as
well. More importantly, all adjustments are easily
accessible. More ride height? A simple large
hexagon wrench will do the change quickly
and easily via the eccentric mounted on the
dogbone.Ingenious.
The brakes are top-drawer Brembo
components. Two 320mm floating discs and
radial four-piston monoblock Brembo calipers
with four separate pads handle the front end and
a 220mm rear disc is squeezed by a two-piston
Brembo caliper.A radial master cylinder does the
business at your fingertips. There are no better
brake components (unless you ride a MotoGP
bike) for the RC8. Five spoke Marchesini light
alloy rims in 3.50 x 17 and 6.00 x 17 sizes grace
the RC8.
Adjustments Galore
TheergonomicswereseriouslyconsideredbyKTM
rightfromthebeginningoftheRC8’sdevelopment.
The bike had to fit a large variety of rider heights
and statures, so adjustability was built into the
RC8.Thehandlebarsareheightadjustable
and the footpegs have two height
positions. The seat is
also adjustable
for more height,if necessary.As a matter of course,
the clutch and brake levers are span adjustable.
Even the rear brake and gear lever pedals are
adjustable,length-wise.
TheweightdistributionoftheRC8wassettled
on 54 (front):46 (rear).This allows the rider to be
more upright while maintaining a preferable
front end weight bias. By being more upright,
the rider would be able to move around on the
bike easily.You may ask where the passenger pad
and footrests are.The answer:They’re an optional
accessory.This is a serious weapon,my friend...
www.msportbike.com
NewWheels#04.indd 17 5/21/08 10:11:02 AM
5. Themultifunctiondisplayreplacesthetypical
digital/analogue system used on other KTMs.
The system is linked to the engine management
system and other electrical systems via CAN bus
technology.Thetypicalspeedometer,tachometer
and other normal readouts like odometer, trip
meters, engine temperature etc are all correct
and present. However, KTM has thought it useful
to have 2 modes: Road and Race where the
display changes in each mode, accessed via a
button on the handlebar.
The Project Front-runners :
The innovative KISKA Design Agency’s (Led by
Gerald Kiska alongside his team of eighty from
ten different nations) role was to conceptionalise,
detail and refine the RC8,a product with a compact
engine aimed for a compact body,,while the overall
design would have to incorporate racing sport
culture in its proportions and handling putting the
RC8 at the cutting edge of technology and rider
pleasure. The RC8 on-road machine should be a
true Supersport contender, designed to extend
KTM’s on-road market.
KTM’s credo has always been: Power, Light
Weight and Clean Design, according to KTM’s
Design Chief Gerald Kiska. Cutting edge
technology and eyecatching design must be
inseparable. And in the RC8, KTM has embodied
all their efforts to match their conviction. The
question is:Are you Ready To Race?
ROAD AND TRACK TEST
Ronda-Ronda Kotaraya
We opted for testing the RC8 on the roads around
Ronda for the morning session (opting for the
track in the evening). The route was roughly a
100 km loop of primary and secondary roads.
From the map, it was hard to imagine what the
roads were like but what we noticed from the
trip up was that the roads wouldn’t hesitate to
bite hard should you make a mistake. There are
practically no road shoulders to speak of, much
less an emergency lane. But we were to find out
just how bad the roads were.But what about the
bike?
It was obvious 20 clicks into the loop that
KTMwantedustoreallytrythebikeout.Thetrunk
roads on the loop were mostly two lane roads
with tight turns as well as nice open sweepers.
With the road shoulders absent, the one thing
that struck us (not a good choice of words, I’m
sure) was the proximity of the Armco barriers.
Steering accuracy was of paramount importance
and the many dips and bumps needed good
stability. Our KTM guide wasn’t hanging around
either. We reached speeds of around 180kmh
even on these narrow roads with the myriad
lorries and cars around. He was on a Super Duke
(arguably a better mount on these roads) and
we were struggling to keep up. He did overtake
sensibly, though. Good man. Which brings us to
the mirrors. Innovative mounting and with easy
adjustability but vibrates at low rpms.
The KTM was set up for the road, with Pirelli
Dragon Supercorsas fitted, the pegs and seat
set low and the steering rake set for stability.
The suspension settings were on ‘standard’
settings, not ‘comfort’ settings. That much
was felt, literally. The RC8 felt firm and tracked
surefootedly through fast and slow speed
sections,requiring little effort to initiate turn-ins.
Once in the corner, the bike stayed neutral and
stable. The stability was aided by the feedback
felt through the handlebars, reassuring and
confident. Important when you don’t know the
roads and your guide is leaving you for dead...
oops, is that curve tightening? Press harder on
the inside ‘bar, and the RC8 willingly leans a bit
more, even as a dab of front brake is applied.No
funny shenanigans coming from the rear, too.
Talking about the brakes, typical monoblock
Brembo feel and power was available for those
dreaded hairpins and easily modulated they are
too (otherwise I’d be writing from the ICU in a
Spanish hospital).
Bumpity Bump
The guide turns into a narrow junction: what’s
this? A one track road appears and we gas it
up a steep hill. Over the rise (with the guide
disappearing over it) the road turns hard
right. Oh, and it isn’t a one track road, there’s
a taxi coming doing his best Carlos Sainz
impersonation. Dab the brakes hard and aim
for a one foot wide strip of broken tarmac at
the apex on the right side (they drive on the
wrong side here). Made it with a few inches to
spare and vow to keep the speeds within our
(admittedly low) limits.
The roads start breaking up from here but
the guide isn’t letting up. We’re not about to
get hopelessly lost in Ronda so try our best to
keep up. The sparse traffic allows us to close up
and we climb up and down over the hills and
dales surrounding this beautiful landscape. It
really is fairytale scenery but there’s no time for
sightseeing.There’s another short uphill straight
and we again start gassing hard as the coast
appears to be clear. Hard on it, we hit a series of
sharp edged bumps and the suspension actually
bottoms out, hard. The RC8 stays impeccably
stable throughout all this with the rider
remaining a stunned passenger throughout the
Wolfgang Felber,
Project Leader
I am so gonna be friend with you Herr Gerald Kiska
(standing left)
www.msportbike.com
19New Wheels
NewWheels#04.indd 19 5/21/08 10:11:40 AM
6. three or four hard bottomings. At our rest stop,
we checked the WP steering damper: it was on
the minimum setting. Very impressive stability
under duress and luckily on the standard settings
the suspension still recovered well enough to
deal with subsequent hard jolts.
Comfort-wise, the RC8 is no Gold Wing. But
it was comfortable enough on the 100+ km loop
and those atrocious roads. The riding position is
roomy and the controls fall easily to hand.Except
that is, for that‘Lap’button on the left handlebar
that kept getting mistaken for the horn button.
The miniscule windshield however is too small
for high speeds unless you tuck in tight.Well,it is
a track focused bike,after all.
Ascari Race Resort
Chicanes and Trees
Full throttle down the short pit straight, past the
pit wall on your right at about 190 kmh, then
hard on the brakes while downshifting for the
extremely tight 2nd
gear chicane. Ignore the rear
wheel chirping or else you’ll miss the apex.Jump
over the small curbs right then left, then hard on
the throttle up a fairly steep hill.The RC8 kicks at
the rear a little if you take too much curb. Shift
to 3rd
, then drift right for Turn 3 and aim for the
unseen apex after a quick dab of the brakes.Turn
3 is a downhill, slightly negative camber turn so
keep the gas on slightly to transfer weight to the
rear.You really don’t want to lose the front here.
The RC8 is unruffled even if you enter a tad too
fast and have to ease off the throttle slightly.
Bike now slightly upright into Turn 4, hard
on the gas drifting right towards Turns 5 and 6; a
left/right complex. Ease off the throttle and dab
the brakes lightly.Late apex the first left and hard
over to the right just at the right time. Too early
and the high concrete apex will eat your boots
and footrest.The RC8 turns in fast with moderate
countersteer effort here.
Hard now on the throttle at the apex, ease
the RC8 to the left side while shifting up 2 gears
and try to look through the trees for Turn 8.Turn
7, a right turn, is a blur if you are committed but
you need to be emerging on the extreme left for
Turn 7.Get it wrong and drifting too wide will see
you on the extra bit of tarmac specially designed
for this very reason.Turn 7 is tight and turning in
on the brakes reveals the RC8 will tolerate trail
braking at the expense of a bit of effort.Front end
feel and feedback is excellent, almost legendary
ZX7R status here.
Wish you
were here!
Familiar view a thousand times over.
All journalists shared the same spot i guess...
www.msportbike.com
20 New Wheels
NewWheels#04.indd 20 5/21/08 10:12:27 AM
7. Flat Torque Curve and Small Digits
More than once the sheer concentration (or
our ineptitude) leaves us in 3rd
gear but the RC8
drives out of Turn 7 pretty quickly anyway. It’s
not fussy about gears and that flat torque curve
no doubt helps. Turn 8 is entered almost blind
and drops away from the bike into a steeply
banked bowl. The RC8’s suspension squats as
you ride the banking but the RC8 stays planted.
Sway left and stay on the throttle for Turn 9,
late apex Turn 10 and pull hard on the brakes
for Turn 11. It’s imperative to hit the throttle
early to get good drive into the straight. It will
pay dividends into Turn 15 later. The RC8 wags
it head as you hit full throttle but it doesn’t try
to pull a wheelie. The 54:46 weight distribution
helps here. Chop the throttle to help the bike
turn into Turn 12 and again into Turn 14. Turn
13 is flat out at high revs but the thing is we
can’t really see the tiny digits on the display; the
speedo is clear enough but we need to guess
the rpms (8,000 rpm torque peak is a bit past
the mid-part of the rpm display) and we usually
rely on the rev limiter light to shift up since it
revs quickly anyway. Turn 15 looms; Brake hard
again while trying to keep the bike from drifting
too far left.
Stability on the brakes is great. The
Brembo monoblocks are trying to break your
arms while you shed gears from about 220+
kmh to about 80 kmh. The steeper steering
geometry makes the bike quick for...another
chicane. Straightline this one (Turns 15 &
16) as much as you can and drop the bike
into the cambered Turn 17. Again, the RC8
squats as you input more gears and throttle
but the suspension (still on standard settings,
incredibly) takes it in stride. The slight hillock
shields Turn 18 from your sight but keep left
and hope you turned in correctly to position
yourself for Turn 19. Shift down 1 gear and
haul on the brakes while turning in. The
footrests graze Ascari tarmac at the apex even
though they have been positioned higher.
Gas it out of Turn 19, slam in third gear and
down the hill for Turn 20 and up another gear
to the tricky Turn 21. It starts tight but opens
out into a cambered turn. How much throttle
to apply? Your indecision makes the RC8 buck
slightly as the snatchy injection system tries
to make sense of your indecisive right wrist
movements. Be smooth and roll it on to Turn
22, a right bitch because the apex is on the
downhill slope.
Undulations and Fast Sweepers
Drop into 3rd
and try to keep the front wheel
gripping by applying more throttle at the apex
and down the hill. Oops, the rear wheel is losing
it instead but the RC8 is a stable platform and
shrugs it off.It’s a rollercoaster ride down to Turn
23 but try and keep the gas on while you eye the
exit. Twist that throttle, over the big undulation
that has the bike feeling floaty and before that
flighty sensation leaves you,it’s time to lean hard
right to the fastest corner,Turn 24.The RC8 goads
you to apply more and more throttle. The guys
watching from pitlane will know if you were on it
if the RC8 is wailing hard...
That’s a 2:26 lap of Ascari circuit. Jeremy
McWilliams did a 2:20.Argh! Let’s go out again...
Orange or White?
What is apparent from the start is that, for a
dirt-bike company, KTM has built a stonking
superbike. To get it so right from the beginning
is a big achievement for the staff of the Austrian
company. However, it is really not that surprising
if you consider the bikes that have emerged from
Mattighofen:the SuperMoto,the SuperDuke and
Adventure are definitely right up there in their
respective categories.
I personally LOVE the place.If they put Carcosa Seri Negara smack in
the middle of Sepang Turn 15 gravel trap it would come close...
www.msportbike.com
21New Wheels
NewWheels#04.indd 21 5/21/08 10:13:02 AM
9. There were some issues to be addressed,
notably the snatchy injection and slightly
notchy gearbox, but we were informed that the
test bikes were pre-production units and the
production units will be better. Other aspects,
like the ‘Lap’ button and mirrors are quite easily
adaptable to once the owner is familiar with the
bike.
We love the engine; the way the torque
keeps building even past the peak (8,000 rpm) to
the redline.The handling is also a high point, the
WP suspension keeps everything planted and
the front end feel and feedback rivals the best
the Japanese (or Italians) can offer.
The ‘origami’ folded-paper styling
is unconventional but inoffensive.
Some may even say it is pretty
but no doubt it’s a fresh take
on how a superbike looks.The
exhaust note is superb but a
bit too muted. We couldn’t
hear the others sneaking up
behind. Open that ‘Akrapovic’
box,please,Mathias...
The RC8 comes in Orange/Black or White/
Black. Price is due to be released but get on the
‘phone to Planet Cycle to get yours. We don’t
mind either colour for our long-term test unit,
sir.Ahem...
The RC8 is due to take part in the
European SuperStock Championships
and will no doubt tweak some
noses out of joint.
After 2 years,
K T M
is eyeing the World Superbike Championship.
We can’t wait for the 1199cc RC8-R WSB
homologation replica...
www.msportbike.com
NewWheels#04.indd 23 5/21/08 10:15:19 AM
10. Engine :
Engine Type: 75 degree V twin,
liquid cooled,8 valve,4 stroke
Displacement: 1148 cc
Bore and Stroke: 103 x 69 mm
Compression ratio: 12.5:1
Starter: Electric
Transmission: 6 speed
Fuel System: Keihin EFI
Ignition System: Keihin EMS
Lubrication: 2 Eaton oil pumps
Primary Drive Ratio: 40:76
Final Drive Ratio: 17:32
Clutch: Wet multi plate,hydraulic
actuation
Power: 155 hp @ 10,000 rpm
Torque: 120 Nm @ 8,000 rpm
Chassis :
Frame/Subframe: Chrome
Molybdenum Steel Trellis/Aluminium
Front Suspension: 43 mm White
Power USD Forks,120 mm stroke
Rear Suspension: White Power
Monoshock,125 mm stroke
Front Brake: 2 x 320 mm brake
disc,2 x Brembo four piston radial
mount caliper
Rear Brake: 220 mm brake disc,
Brembo 2 piston caliper
Wheelbase: 1430 mm
Ground clearance: 110 mm
Seat Height: 805/825 mm
Fuel Capacity: 16.5 litres/3.5 litre
reserve
Weight: 188 kg (without fuel)
KTM rc8
Specifications
Enquiries :
4S Centre : Bikeart 57 Jln PJS 11/7 Bandar Sunway Industrial Park,46150 Subang Jaya,Selangor.Tel:03-5635 0253 Fax:03-5635 0540
Dealer : Klang Valley -The Scooter Shop Sdn.Bhd.No 2,Lintang Gelugor,Off Persiaran Sultan Ibrahim 41300 Klang,Selangor.Tel:03-3342 9684 • Penang - Planet Cycle Shop,555 Jln
Mesjid Negeri,11600 Penang.Tel :04-655 3435,Planet Cycle Superbike Centre Sdn.Bhd. No 10 Grd Floor, Jalan Perai 3,Bandar Prai Jaya,13600 Sbr Perai.Tel:04-380 1800,380 1802
24 New Wheels
www.msportbike.com
NewWheels#04.indd 24 5/21/08 10:17:28 AM
