Family Feud
Realistically, both bikes are home on the racetrack and it's only right that we settle the score there. Thanks to Mark Duncan and our friends at The Track Club (
thetrackclub.com) we were able to secure some quality seat time at one of their trackdays at Buttonwillow Raceway. As usual, we strapped on our G2X datalogger and sent El Jefe out for some timed runs. The results show that Kento was a few ticks quicker on the Ducati in virtually every sector. With Buttonwillow's irregular track surface, this would exacerbate the KTM's rear suspension woes while strengthening the superior damping abilities of the Öhlins-equipped Ducati. As was the case on the street, the KTM's agility impressed all the testers, but is a little nervous transitioning from side to side. Both bikes are completely stable once finally on its side, but the Ducati never feels unsettled beforehand.
It's under power that the Ducati trumps the KTM. With its broad torque curve the 1198S drives out of corners with fervor and leaves the RC8R behind. The KTM, meanwhile, needs to be spinning quickly to take advantage of the peak horsepower advantage up high. "The KTM lacks the torque of the Ducati, but pulls very hard in the upper rpm range..." wrote racecar-team-manager-turned-motorcycle-racer John Olsen. The result is a bike that takes the most skilled of riders in order to fully realize its potential.
For a first real effort, the RC8R is a brilliant attempt to dethrone the king. But in comparison, riding around the track on the Ducati just comes naturally. Confidence moves up a point each time you flick it in a turn and the confidence from the front end inspires you to lean over more and more. Get on the gas too soon and the Ducati Traction Control chimes in and keeps things in check. All the years that Ducati spent perfecting the V-twin superbike shone through when riding the 1198S. All the testers were easily in agreement here: for the ultimate V-twin track weapon, the Ducati is the way to go.
Ducati ergonomics for the...
Ducati ergonomics for the 1198S place the bars low and the seat high, meaning the rider's weight is perched on the wrists/forearms. Meanwhile, the LCD gauge cluster is hard to read at full tilt. We strongly advise reading the owners manual before attempting to manipulate the displays.
Thankfully bars are higher...
Thankfully bars are higher on the KTM and much more comfortable, but the RC8R also suffers from a highly-cluttered instrument panel that displays too much information.
Ducati's single-sided swingarm...
Ducati's single-sided swingarm make wheel swaps a snap. Spoke design on the forged Marchesini wheel varies from the standard 1198.
KTM's more conventional swingarm...
KTM's more conventional swingarm places the rear brake caliper underneath the disk for easier wheel removal. Note also the different rearset positions.
Öhlins suspension on the Ducati...
Öhlins suspension on the Ducati was a staff favorite. Four-piston monobloc Brembo calipers are mated to 330mm discs. Braking power is strong with good lever feel, typical Ducati.
WP 43mm inverted forks receive...
WP 43mm inverted forks receive a titanium aluminum nitride coating to reduce stiction. Four-piston Brembo calipers bite on 320mm discs and provide strong stopping power with great feel.
Aftermath
In all of our tests we have to pick a winner, and yet each bike won an individual category. If you're like most people and ride mainly on the street, then the KTM might be the bike for you. If you don't mind a little punishment in order to enjoy the twisty bits, then the Ducati is the way to go. Make no mistake, we were thoroughly impressed with KTM's first serious effort in the superbike V-twin category, but in the end the scoresheet doesn't lie; after adding up the subjective scores the Ducati 1198S gets our pick, if only just.