KTM, long known only for its highly capable off-road bikes, is doing it by being different – mostly. One look at the 2010 KTM 1190 RC8R is all it takes to know that it wasn't designed by an Italian. KTM is based in Austria (as is designer Gerald Kiska who has worked with KTM since 1991) just a day ride over Stelvio Pass from Italy, but there's no mistaking KTM's non-Italian Teutonic design language. Perhaps the distinctive design of the RC8R is the result of Austria’s location snuggled between Italy and Germany: the cold, engineering-driven German influence blended with the romance of Latin Europe.
Opinions about the beauty of the KTM RC8R vary wildly, but no one will ever call it boring or uninspired.
Opinions about the beauty of the KTM RC8R vary wildly, but no one will ever call it boring or uninspired.
The RC8R’s chiseled design creates a sensation wherever it stops. If an F-117 stealth fighter crashed into a motorcycle factory, the RC8R would be the likely result. Slim and angular, and swaddled with matte-black paint, it looks stealthy, even if its radar-evading qualities are dubious. Although few would describe the black and orange machine as “pretty,” we admire the courage to step outside of the well-worn sportbike design box with its bold origami shape. Opinions vary.
“Angular shapes and bold use of black, white and orange color scheme makes the KTM a clear standout in styling in the liter class, possibly rivaled only by BMW’s new S1000RR,” says MO’s Senior Editor, Pete Brissette.
“They say there’s a fine line separating genius from lunacy, and for the RC8 there’s a fine line between distinctive styling from downright repugnance – you choose,” observes Tom Roderick, MO guest rider and freelance journalist.
KTM’s compact LC8 V-Twin is used as a stressed member to augment the large-tube chromoly steel frame.
Like the Ducati, KTM’s top-line superbike is powered by a liquid-cooled V-Twin, although here, too, it is done a little different. Its cylinders are set at 75 degrees rather than the Duc's traditional 90-degree Vee for a more compact arrangement. The non-R RC8 makes do with 1148cc and 15 horsepower less than the R’s claimed 170 crankshaft hp made at 10,250 rpm. The R has several high-tech features such as titanium intake valves, a lofty 13.5:1 compression ratio and a low-friction DLC treatment on its camshafts’ finger followers. Peak torque of 90.7 ft-lbs from the Rotax engine is said to arrive at 8000 rpm. We discovered nearly 150 horses pushing the back wheel when we had four-time AMA tuner of the year Carry Andrew strap it to the Hypercycle dyno.
While KTM builds its own frames from large-tube chromoly steel, it sources high-end componentry from world leaders like Brembo and Marchesini across the Dolomite Mountains. Fuel injection comes from Keihin in Japan.
Opinions about the beauty of the KTM RC8R vary wildly, but no one will ever call it boring or uninspired.
Opinions about the beauty of the KTM RC8R vary wildly, but no one will ever call it boring or uninspired.
The RC8R’s chiseled design creates a sensation wherever it stops. If an F-117 stealth fighter crashed into a motorcycle factory, the RC8R would be the likely result. Slim and angular, and swaddled with matte-black paint, it looks stealthy, even if its radar-evading qualities are dubious. Although few would describe the black and orange machine as “pretty,” we admire the courage to step outside of the well-worn sportbike design box with its bold origami shape. Opinions vary.
“Angular shapes and bold use of black, white and orange color scheme makes the KTM a clear standout in styling in the liter class, possibly rivaled only by BMW’s new S1000RR,” says MO’s Senior Editor, Pete Brissette.
“They say there’s a fine line separating genius from lunacy, and for the RC8 there’s a fine line between distinctive styling from downright repugnance – you choose,” observes Tom Roderick, MO guest rider and freelance journalist.
KTM’s compact LC8 V-Twin is used as a stressed member to augment the large-tube chromoly steel frame.
Like the Ducati, KTM’s top-line superbike is powered by a liquid-cooled V-Twin, although here, too, it is done a little different. Its cylinders are set at 75 degrees rather than the Duc's traditional 90-degree Vee for a more compact arrangement. The non-R RC8 makes do with 1148cc and 15 horsepower less than the R’s claimed 170 crankshaft hp made at 10,250 rpm. The R has several high-tech features such as titanium intake valves, a lofty 13.5:1 compression ratio and a low-friction DLC treatment on its camshafts’ finger followers. Peak torque of 90.7 ft-lbs from the Rotax engine is said to arrive at 8000 rpm. We discovered nearly 150 horses pushing the back wheel when we had four-time AMA tuner of the year Carry Andrew strap it to the Hypercycle dyno.
While KTM builds its own frames from large-tube chromoly steel, it sources high-end componentry from world leaders like Brembo and Marchesini across the Dolomite Mountains. Fuel injection comes from Keihin in Japan.
KTM 1190 RC8R Features:
Year
2011
Engine
Liquid cooling, four stroke, 75°V-twin cylinder, DOHC, 4 valves per cylinder
Capacity
1195
Bore x Stroke 105 x 69 mm
Compression Ratio 12.5 :1
Induction
Electronic fuel injection
Ignition / Starting
- / electric
Max Power
Max Torque
Transmission / Drive
6 Speed / chain
Front Suspension
43mm WP Upside down adjustable, 120mm travel
Rear Suspension
WP shock, fully adjustable, 125mm travel
Front Brakes
2x 320mm discs 4 piston calipers
Rear Brakes
Single 240mm disc
Front Tyre
120/70 ZR17
Rear Tyre
190/55 ZR17
Seat Height 805 mm / 825 mm
Dry-Weight
182 kg
Fuel Capacity
16.5 Litres
Standing ¼ Mile
10.8 sec
Top Speed
271.4 km/h
Post Title
→KTM 1198 RC8R
Post URL
→https://alldesign-motorcyle.blogspot.com/2010/12/ktm-1198-rc8r.html
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