TopReason To Buy Ktm Rc200 😘 | Ktm rc 200 Long Ride | Comfortable Bike Ownership Review💕Instagram: http
Photography Pawan Dagia Having tested the 2017 KTM RC 390 at the Bajaj test track in Pune, it was now time to take the 2017 RC 200 for a couple of laps. The Austrian bike maker's supersport offering was launched alongside the RC 390 in late 2014 and the RC200 still remains one of the best entry-level motorcycles to learn the dynamics on track. For the 2017 model year, KTM hasn't introduced as extensive upgrades as the 390 on the RC 200, but you do get a BSIV compliant engine and new body graphics. 2017 KTM RC 200 First Ride Review The 2017 RC200 gets new white and orange paint scheme What's New - The 2017 KTM RC 200 boasts of a white paint scheme, quite contrary to the older matte black shade. The new RC 200 keeps things glossy like the 390 but is also more orange this time. The 'RC 200' badge also now takes prominence on the fairing. The other major change is the white under seat panel that was white earlier and also gets the RC 200 moniker. KTM has made no changes to the design and the bike remains exactly as the outgoing version. The white shade though does give the 200 a visually larger appearance that works well. The mirrors are now wider and offers improved visibility The new RC also comes with wider rear view mirrors shared with the 2017 RC 390 that lend an unobstructed view, while the improved cushioning from the 390 has also made it to the RC 200. The instrument console remains the same as the earlier version but gets one major addition and that is real time fuel efficiency. The 2017 RC200 continues to get an underbelly exhaust Like the 2017 RC 390, the new RC 200 does not get adjustable levers and a side mounted exhaust. KTM folks tell us that the additional hardware needed to make the supersport BSIV compliant was fulfilled in the current setup and so the side canister has been given a miss. The smaller RC then continues to remain more susceptible to being scraped when leaning hard. The 2017 RC200 gets no mechanical changes How Does It Ride - Save for the BSIV compliant engine, the 2017 KTM RC 200 gets absolutely no change to the mechanicals, and needless to say, it rides exactly how it used to. So, you continue to have dedicated ergonomics with the low set handlebar, upswept foot pegs and a crouched back. Shorter riders will be able to adapt well to this, while it does take some time for the vertically gifted to find the right position. Give the RC 200 a flat tarmac and 130+ kmph will come up in no time The cc liquid-cooled mill continues to produce bhp and 19 Nm of torque. The free revving motor is upbeat about performance and allows you to push to the limit every time. The 6-speed transmission is eager to upshift with initial gears being shorter and gets to triple digit numbers in a jiffy. If you are riding the RC 200 right after the RC 390 like we did; it will appear to be slower in comparison but not that the smaller RC is any less manic. Give it a flat straight and the all-knowing digital console will show in excess of 130 kmph in no time. That's also around where the rev limiter kicks in. The RC200 is a capable track tool The KTM RC 200 is also less intimidating on the track and encourages you to push harder. In fact, I do think this is the more fun RC between both versions if you are starting out. The RC 200 lacks the top-end punch as the 390, but this one is more agile around corners and that comes from being lighter than its sibling. The 2017 RC 200 weighs just 154 kg kerb, which is a good 14 kg lesser than the RC 390 and that does show how the bike responds when you dive into turns. You have more control, not to forget, you also get to make full use of its tyres, in this case - the MRF Revz C, minimizing chicken strips. However, if you've learnt the nuance around corners, the RC 390 is tactfully the more logical and certainly the more fun purchase. Braking performance still needs to be worked upon One thing we do think KTM should've worked upon is the braking of the 2017 RC 200. The bike uses the same 300 mm disc up front, but the feedback feels a bit underwhelming. While the discs at both ends do the job effectively, a bit more confidence would go a long way. Unlike the RC 390, KTM does not provide ABS on the RC 200 and that's a big bummer. Nevertheless, the next update is expected to get the same. The KTM Race Competition RC series brings the focus on riding hard Verdict - The KTM RC 200 never really major had issues to begin with and the 2017 edition ensures that it gets better for the environment while retaining the same good bits. It is focused, fun and the right entry-level track tool you should be looking at. At Rs. lakh ex-showroom, Delhi, the price increase is only marginal, keeping the bang for the buck value intact. However, if a quicker upgrade is on your mind, we do think spending a little extra and getting the enormously loaded 2017 RC 390 is a better choice. That said, the RC twins will be moving to the next generation later this year when the new generation Duke based models arrive at EICMA. The India launch can be expected some time in 2018. Till then, the 2017 RC 200 and RC 390 are ready to race. Itnow feels smoother to ride as well. The RCs are a proven track tool and the new KTM RC200 carries on that legacy. It is quick to turn in the corners and feels planted on the straight line on high speed runs. We managed to hit a top speed of 142 kmph on the back straight of the Chakan test track with it. The introduction of the KTM 200 Duke in the United States brought a few questions to mind. First and foremost is whether KTM will introduce a 200cc version of the RC. We currently have the RC 390 in US dealers, but what about its smaller brother, the RC 200? If the 200 Duke is available, doesn’t that sort of open up the possibility of the 200cc supersport’s availability stateside? It’s not entirely impossible for KTM to turn-key and bring in the raciest of its 200cc offerings to the American market, and doesn’t it seem like the 200 Duke’s a little lonely sitting in the lineup? While there is no confirmation nor a huge likelihood that the 200cc supersport from Team Orange will come, here’s a first ride review of it anway in its natural habitat, the race track. Cheater tires? KTM Philippines called me to come to the track and attend the launch of the RC 200. Orange was everywhere, and the brand had several RC 200 demo units that were Ready to Race, with some perhaps more ready than others. Two out of the four units available for journalists, vloggers, and customers to test were not exactly the same due to a few cheat codes on the rims. One pair of RCs had standard OEM tires, which is the setup that buyers will be getting straight out of the showroom floor, while the other pair was equipped with Pirelli Diablo Supercorsas. Overkill? Yes. Amazing? Absolutely. When I pressed KTM representatives about the decision to equip the demo RC 200 with Supercorsas, the answer that I got was very “KTM,” which was “why the hell not?” Not only did I get to test a brand-spanking-new sportbike, but I also had a spin on the track with some of the best rubber around. I’ll be honest in saying that Pirelli Supercorsas are a cheater tire, but I did have a few rounds on the standard OEM tires and it’s safe to say that I was impressed either way. The enhanced RC experience Just like the RC 390, the 200 features largely the same package as its bigger brother, which is stellar because you don’t sacrifice anything in terms of its race-ready ergonomics, which is also adjustable given the new clip-on handlebars for the 2022 year models. Everything from the RC 390 is mostly here except for the more advanced tech features like the TFT display and LED headlight among a bunch of other things. Instead of diodes, you get a halogen headlamp just like the 200 Duke which I can’t really talk about because it was tapped up for the track. Most of everything from the brand-new RC 390 is on the 200 version, with adjustable clip-on handlebars, a more accommodating and larger tank for your track sessions, and a grippier seat that’s wrapped in Alcantara. With KTM being KTM, the RC 200 is race-ready from the factory as it is equipped with foldable everything almost just in case you tip over. The shifter and foot brake levers are both foldable and have a better chance at surviving a low-side compared to a fixed set. It’s a shame that the levers weren’t the foldable kind nor were they adjustable, but that's not such a big deal breaker considering that the rest of the package is just so dialed in for racing. Still, however, the side stand is hard to get to without first folding the left footpeg, which is still a very chief complaint that I have about the RC series to this day. Running down the RC 200’s spec sheet, we get a single-cylinder, four-stroke engine with of displacement, with 26 horsepower and foot-pounds of torque, mated to a six-speed gearbox. The suspension on the RC 200 is a set of 43-millimeter non-adjustable WP APEX front forks with a WP APEX monoshock at the back with pre-load adjustment. Suspension travel for the front is at 125 millimeters while the rear travels up to 150 millimeters. It’s not going to wow you that much with its specifications, but even with its new tank, KTM was able to keep its weight down at 332 pounds dry and that’s also thanks in part to the massive unsprung and sprung weight reductions to the model. The front and rear brakes also get an upgrade. Apart from being lighter, the RC 200 has 320-millimeter front discs clamped by ByBre calipers and supplemented by a 230-millimeter rear disc brake also with a ByBre system. More seat time required I’m a rather green motorcyclist on a circuit with only a few track days to my name, but the experience of riding a race-bred KTM in its natural habitat was a bit of an eye-opener. I was impressed enough to consider buying an RC for track sessions because it was just that much fun. I can’t count how many times I banged off the rev limiter trying to get the maximum speed on straights and out of corners. On the main straight, I eventually got up to about 70 miles per hour and I had a ton of fun waiting for the speedometer to read as such. I spent so much time with my throttle pinned that it was borderline hilarious just how little speed I was gaining in comparison to the bigger bikes I’ve tried in the past. The RC 200 has a lot of initial pep in its step and its 26 horsepower figure is not overwhelming at all on track. In fact, it’s a little lacking for guys who are used to bikes with a lot of power. The RC 200 definitely is a bike that’ll teach you how to carry speed and proper form on the track so if you’re fast on this, it’s likely that you’ll be fast with other bikes as well. On its stock tires, the RC 200 was still sharp in the handling department, though out of the box, the tires could use an upgrade hence the Pirellis on the other units. The WP suspension was plenty adequate for the track since the asphalt that day was on the bumpier side of things in comparison with other race tracks. Even then, the suspension smoothed everything out. Unfortunately, the bike corners faster than it needs to brake, as the ByBre calipers had a pretty aggressive bite when slowing down. I might have scrubbed off too much speed at times because of it but I think that’s more to do with my level of skill more than anything else. Suffice to say, in way more capable hands the RC 200 could achieve some rather impressive cornering speeds just like its bigger brother. Does the RC 200 make sense? In my opinion, for countries like the Philippines where small bikes are pretty much everyone’s bike, the RC 200 makes a ton of sense. For the United States, however, it’s a little questionable, but what about the 200 Duke? Why is it available? I don’t know. Will the RC 200 make an appearance in the lineup? Perhaps? Perhaps not? If anything, this little racing experience from KTM was one for the books. In fact, I didn’t walk away with a record-setting lap time because nobody was timing. KTM Philippines made it clear that the track day was for fun, and everyone walked away with smiles from ear to ear at the end of the day. For me, the point of the RC 200 is that it can be a fun bike or a serious one depending on what you want it to be. Whether it’s just a bike that you use to muck about or a real racing machine, it can accommodate your needs and you won’t have to do a ton of crazy-expensive mods to the bike because it’s definitely Ready to Race. Even after all of the sessions, the fuel economy reading never went past 2 liters per 100 kilometers, which is over 100 miles per gallon. You can, in theory, ride it every day and treat it like a cool-looking scooter. The RC 390 is the better bike among the two and I did sit myself down after the track day and contemplated just how fun it would be to go faster. Then I quickly shot down that thought because there is just something about taking a bike to full throttle all the time that makes a track novice like me giddy with glee. Do note that we took the bikes out in the Batangas Racing Circuit in the Philippines, which is not that big of a track. I’d happily accept another invite from KTM for another track day, even if all they gave me was an RC 200 to play around with. The KTM team also wanted to throw me on a 790 Duke, and I gladly refused their offer. Instead, I opted to take the little RC out on track again and again. Whether you’re starting out on the track like me, or an advanced rider that wants a little plaything, the RC 200 is one heck of a small bike to wring out. Now, if only it were available. KTM's Other Ready To Race Offerings firsttime ride KTM RC 200 ameging fill bhai 🔥🔥#rider #shorts #bike #ktm #viralvideo #trendingktm hai bhai log subscribe kar do
Well we got an opportunity only to ride on a test track. We'll tell you how practical the new RC200 is being a part of daily life as soon as we get the test bike for longer duration. Right now, at Rs 2.08 lakh (ex-showroom Pune), the new RC200 looks like a great deal. Photography by Kaustubh Gandhi KTM RC 200 199.5 cc 31 kmpl 25.4 bhp 160.6 kg ;
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KTMRC 200: chassis and handling For 2022, the RCs get a new frame with a bolt-on subframe. The main frame is pretty much the same as before, so there are no changes to the steering geometry or 8XRD.
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