KTM RC8 R (2009 model onwards)

It has been a year, 12 whole months of waiting for KTM's RC8 R, the more powerful, race version of the RC8 superbike.

Aesthetically, the Austrian manufacturer's first attempt at a litre sports bike was simply stunning, with chiselledangular lines and a rear end that's sharper than a wasp's tail.

Gallery: KTM RC8 R

But there was a sting to it too. The gearbox on the standard bike was sloppy with too many false neutrals and the power delivery often felt snatchy, especially in the lower gears.

This new and improved RC8R is the bike we've been waiting for and, although there's no denying KTM's first efforts were indeed valiant and worthy of praise, this latest version has sorted the niggles and then some.

Visually, the most obvious difference is the colour scheme. The traditional KTM blazing orange is now confined to the powder-coated trellis frame, with the primary base colour being a sinister matt black, highlighted with white extremities to exaggerate the sharpness of the lines.

As with the standard RC8, the geometry of the bike can be altered to lift the rear end by as much as 12mm, depending on how focused you like your machinery. And although the steel frame and alloy swingarm remain untouched, the R's wheelbase is 5mm shorter and the trail has been extended to 97mm (from 90/92mm) to increase stability.

My previous rides on the RC8 have always been marred by gearbox issues. Three out of three times (on road and track) it's always been the same - clunky gear changes mixed with a few false neutrals does nothing to encourage confidence when you're riding to your limits.

Power and performance

But KTM not only recognised the bike's imperfections, the company has addressed the problems with the RC8R by revising the gear selector mechanism. After a day ragging the bike on the French track of Pau Arnos, I didn't experience any gearbox problems at all. It's not as slick as you'd find on many Japanese superbikes, but it is a marked improvement and a welcome one.

The increase in power is also a great step forward. The standard bike was fast, but it didn't feel it. The RC8 R's performance however, feels like a closer match to the razor-sharp image. Engine capacity is increased from 1148cc to 1195cc, with 168bhp now available at 10,250rpm (compared to 152bhp at 10,000rpm) and the additional punch is laced with a tad more torque (to 91 ft lb).

Although it doesn't quite have the manic wide-eyed rush to the redline of Ducati's 1198S, the KTM propels you towards the horizon with a definite determination, the (adjustable) footpegs tickling the balls of your feet as the vibrations build with the rising revs. It's still manageable, still tractable, but there's now a glint of madness to the engine character, the explosion is there ... if you are brave enough with the throttle.

And on the R model, there are two throttle options to choose from. Rather than use different power mappings that you select via a switch on the handlebars (like Suzuki's GSXR-1000 or Yamaha's R1), KTM has two twist-grip tubes that alter the throttle response. The 'Race' version is fitted as standard and, as you'd expect, it's designed to be more aggressive than the 'Street' option. According to KTM, swapping between the two is literally a five-minute job.

How does it handle?

My RC8 R was fitted with the 'Street' throttle and although it's not as abrupt as the standard bike, there's no getting around the fact that you still have to be very definite with your movements and expect the bike to respond instantly from the slightest input of your right hand. It's not impossible to be smooth, and it's a definite improvement but it is something you may have to consider initially.

On a track test, it's common to begin the day on standard settings and progress as the lap times tumble to a stiffer race set-up. On this occasion, I had a few sessions on the RC8R during a two-day comprehensive group test of every current superbike available (with the exception of Aprilia's RSV4).

KTM had recommended suspensions settings (handily noted underneath the seat) for race and road riding but raising the rear alone tips the bike onto its toes to such an extent that the ride experience is dramatically different.

The bike feels super sensitive and any indecision or sudden movement from the rider is amplified. Initially, it felt like I'd just dive bombed into the RC8 R's deep pool of handling capability and forgotten to pinch my nose. After ragging Ducati's 1198S around in the sweltering French sunshine and jumping straight onto the RC8R, it felt totally extreme.

Verdict

For the first few sessions, as I rolled my bodyweight from side to side, I unwittingly placed too much pressure on the bars. It was hard to tell who felt more nervous, me or the bike, so I lowered the rear, levelled the ride and concentrated on being smooth. The bike was instantly easier to ride.

It sliced through the track's downhill chicane like a warm knife through butter and not only held its line through the faster turns, but hooked them even tighter with the tiniest request on the bars. Unfortunately, time ran out before I could revert back to the taller setting with my new-found confidence, but one thing is for sure, the chassis is superb. It was before, and it certainly is now. The RC8 R is a complete package, and it deserves real respect.

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