Motorcycle specifications KTMRC8 1190 2010 Katoche joins the battle

kTM fears nothing, especially when it comes to taking on the most demanding machines on their territory. We've known the manufacturer to be formidable on sand and gravel tracks; now we'll have to reckon with it on the track itself. With its hyper-angular plasticity, very large hypersport twin and limitless provocation, the new RC8 is a direct challenge to the Ducati 1098 on its own turf.

we've been waiting a few years for this RC8 - and ever since the proto presented in 2005, Katoche has remained surprisingly faithful to the basic design, a surprising mix of cutaways in the fairing, taut lines and sharp angles. Only the twin has changed, from 999 to 1,149 cm3 (no wonder they call it 1190...). It must also be said that between the presentation of the proto and this final version, the Superbike regulations have changed, allowing 1200 twins to be entered, and the Austrian factory is keen to tease the world's best teams in this championship.

155 hp for less than 200 kg fully loaded. These are figures of which this new hypersport has nothing to be ashamed. Admittedly, it gives a handful of horsepower back to the Ducati 1098 (and a whole lot more in its R version), and a good ladleful to the Japanese superpowers... But just 2 years ago, that would have made it the benchmark for SBK twins. And let's not be too hasty: this is KTM's first foray between the vibrators (apart from the 125 and 250 GP models), and this sports bike still boasts figures that place it at the top of its segment.

For this engine, the engine-makers took the standard twin-cylinder and completely reworked it to create a new, super-light boiler (it weighs just 64 kg), equipped with Keihin electronic fuel injection with 52 mm butterflies (one per cylinder), an altimeter compensation system, new 4-valve cylinder heads, two balancing weights and dry sump lubrication.

you'll have noticed that the exhaust is carefully concealed... under the engine, as on the Buell. While the Japanese are breaking their heads with increasingly bizarre shapes and positions that change every year (under the pretext of optimizing weight distribution as much as possible), KTM places this element right in the center of the chassis (well, underneath), balancing the center of gravity.
Given the car's pot shape, they were right to stash it underneath.

M.B - Photo credits:
Friedl P. - Schedl R. - Freeman G. - Mitterbauer H.