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.
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.
We like the RC8’s stylish mirrors with integrated turnsignals, but we weren’t so keen about them when our forearms blocked the rearward view that is occasionally blurred. On a related note, a rider’s gloves can catch on the mirrors when the bars are turned and are in their upper position. And while we’re in bitch mode, we’ll complain about a considerable amount of heat emanating from the radiator ducting and rear cylinder, despite the insulation wrap on the forward header pipe. Finally, the slab sides of the RC8 seem susceptible to crosswinds.
Its one glaring glitch is its jumpy throttle response, a situation exacerbated whenever the road is bumpy. KTM’s press materials say “new mapping noticeably improves on/off throttle behavior,” but there’s still work to be done to smooth response. A cam-shaped throttle tube will be fitted to all production RC8Rs, which we didn’t test but should alleviate the problem somewhat. Perhaps it also needs a heavier flywheel and throttle spring, or maybe an FI re-remap.
The 2010 arrival of the RC8R is indicative of the renewed push from KTM to gain traction in the streetbike market. Considering the company’s dirty roots in the off-road realm, the RC8R amazes for its ability to be mentioned in the same breath as legendary Ducati, a brand which has been making V-Twin sportbikes for nearly 40 years! Its innovative design with adjustable ergonomics is a leap forward, and to even be able to run with a Ducati 1198 is a huge accomplishment.
The RC8R will retail for $19,998 when it hits U.S. dealers in February 2010. That’s a big bump from the standard RC8’s $16,498 MSRP, but considering the R’s extra performance and features, it’s a relative bargain. Easy for us to say.
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