Motorcycle specifications KTMRC 8C 890 2024 A pure track machine

On the strength of renewed success (the 100 2022 models sold out in less than 5 minutes; the 200 2023 models in less than 3 minutes), KTM is offering a tour of 100 units of its RC 8C for 2024. No changes other than a white color scheme and an even higher price (7,000 euros in 3 years).

When the first RC 8C came out, KTM brought a very different bike into riders' hands. Neither a 600 with a hysterical engine, nor a hypersport 1000 with insane power, still less a production bike in the style of a CBR, Daytona, R1 or GSX-R - no, much sportier and more incisive: it was almost a prototype, a fusion between a Moto2 machine and an 890 Duke, with a chassis for seasoned racers.

Krämer Motorcycles, a small German manufacturer specializing in circuit bikes, was once again asked to design the RC 8C phase 2. The main development was an engine strengthened from the inside.

The first step was to take the 889 cm3 parallel twin of the Duke, Adventure and SMT. The 947 cm3 of the latest 990 Duke was not chosen to power the bike. Too young? Too early? Then to turn it into a racing machine by fitting new titanium valves and connecting-rod heads, using only two rings per piston, increasing the compression ratio, fitting a larger fuel injection unit, and reinforcing the fuel pump and fuel pressure. The result is a 7-horsepower gain over the previous RC 8C. Combined with a new Akrapovic titanium exhaust, power now reaches 135 hp at 11,000 rpm. As a reminder, this block spat out 121 hp on the 890 Duke R. Boosted, raced and "racing-ized", it's now ready to climb to 12,000 rpm.

This stable would make the 200 to 220 big-sport grunts laugh! Not for long once you're into the vibrators. The RC 8C weighs just 142 dry (two more than before). Once filled up and ready to attack, it's about 50 kilos lighter than the monsters of the circuit. Get ready for breathtaking corner entry and cornering speeds. It's enough to get everyone inside, all the time.

From one RC 8C to the next, the engine has lost a little torque, but still delivers 10 mkg at 8,250 rpm. On its way to the rear transmission, it will encounter a smaller, lighter anti-dribble clutch, held in place by harder springs. In the interests of greater reliability, the staff increased the clutch preload, removed the upper balance shaft, readjusted the crankcase balance shaft and installed a Pankl oil cooler.

Against all expectations, the suspension settings are softer. KTM has softened the damping to give the rider more feel. It has also taken the opportunity to review the WP elements. The Apex Pro 7643 inverted fork gets a new internal piston and spring system. The Apex Pro 7746 shock absorber features new slow and fast compression settings. Although it's not Öhlins as found on most premium sportbikes, WP isn't kidding the customer: this is the lightest and most advanced shock absorber in the brand's catalog. And it's developed exclusively for racing. An adjustable steering damper is also included.

To hang them up, the RC 8C is fitted with a special frame, whose steering column can be adjusted to an angle of + or - 1°. Yes, a machine like this can be adjusted in all directions. The fork, its inclination, the offset of the tees, the half-guidons, the neoprene seat, the footrests and the electronics.
The rider can choose between two injection mappings: rain or dry. No headaches - either it's sunny or it's raining, but you weld. Version 2 of the RC 8C introduces a new traction control slip setting and engine brake management. The dashboard also announces that it has changed... However, the 5-inch AIM MXS 1.2 Race instrumentation is still there. A veritable little telemetry system with GPS speed display, stopwatch, lap counter, data logger and post-roll analyzer. The AIM Race Studio software lets you consult speed, lap times, throttle opening, engine stats, bike position on the track to check trajectories, etc. for each lap.
And let's not forget the Up&Down shifter and pit lane speed limiter.

With the exception of suspension and electronics upgrades, the Katoche's most pistardic bike retains its structural elements. The same goes for the brakes, which are very generous with Stylema calipers, Brembo 19 RCS Corsa Corta master cylinders with 3 levels of attack, and 290 mm discs. That may not sound as bleeding as the 330 mm of a Panigale V4. Don't forget that the RC 8C weighs half a quintal less. And smaller discs reduce the gyroscopic effect, which means better handling. When you also see that the Dymag UP7X wheels are forged aluminum and shod with Pirelli Diablo Superbike slick tires, you instantly expect a mixture of hysterical raptor in the corners and glue once inside.

The same goes for the racing-typical technical solutions, such as the fuel tank integrated into the rear buckle with a filler hole at the end of the seat, the carbon fins (with a little more support) and fairing, the aerodynamic spoiler at the rear tire's edge, the original inverted gearbox, the braked screws, various protections placed in the most threatened places, and even a special rear headlight for riding in the rain.

KTM once entered the hypersport fray with a powerful 1190 RC8 engine and excellent chassis. It failed to win over the market, but remained in the catalog for 8 years. Today, proud of its GP experience and proud of the "Ready to Race" spirit, the manufacturer transcends pure riding with an 890 RC 8C of breathtaking potential. The bitch will have trouble on the long straights against the monsters of the sector; but in curves, enfilades, small corners and trajectories, it will be unapproachable.

M.B - Manufacturer's photos