Temukanvideo terbaik tentang KTM RC 250 TEST RIDE | SALAH SATU MOTOR IDAMAN - spesifikasi ktm rc 250 , tonton video mobil terbaru, berita industri otomotif di autofun.co.id. racing ktm rc 250 berapa silinder ktm rc 250 ktm duke 250 vs rc 250 kredit ktm rc 250 konsumsi bbm ktm rc 250 ktm rc 200 vs ninja 250 test ride ktm rc 250 ktm rc 250 The200cc single punches well in the low RPMs, but to get the most out of it, you need to rev it out to the middle of the RPM range otherwise the engine feels a little choked in the upper ranges at around 8,000 to 10,000 RPM. Still, the engine pulled well enough, but it was still a 200cc single and a rather impressive one at that with 26 hp. Vay Tiền Trả Góp 24 Tháng. 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 The KTM bikes have been such segment-defining products that it's hard to look elsewhere for something focussed to ride. They are stellar machines, made-in-India, and priced attractively too. And with the new generation of the KTM RC, the question was how can you make this package better? Not that there isn't scope for improvement but the benchmark set was already high. And we finally got the answer with the second generation KTM RC 200. It's arrived earlier than we expected to India soon after its global debut and packs a radical new design, updated chassis, and some weight reduction. It promises to be as good on the road now as it is for the occasional track outing. Does it deliver though? Let's find out. Also Read 2022 KTM RC 200, KTM RC 125 Launched In India WATCH 2022 KTM RC 200 First Ride Review The new front design is dramatically different but likeable in person. It also feels like a built and finished motorcycle than before Design The 2022 KTM RC 200 is so dramatically different from its predecessor that it's polarised enthusiasts. Whether you liked it or not in pictures, we have to say it looks much better in person. The new styling is more about function trickling down from the KTM RC 16 MotoGP machine. The distinctive twin-projector headlamps and razor-sharp front fairing have been replaced with a flatter front. The LED headlamp is new and wider than before and also integrates the daytime running lights and indicators. The windscreen is wider too for better wind protection. In fact, the new design offers better aerodynamic efficiency with lots of flat surfaces helping reduce drag and improve top speed. The exposed rear subframe is hard to ignore, while the revised fairing makes for better ground clearance at 158 mm The visor also gets new rearview mirrors that are now foldable and wider, allowing a better view of what's at the back, something that was sorely missing on the Gen 1 bike. The two-part fairing has been completely redesigned and now redirects cool air towards the rider's legs while actively deflecting hot air. It also gets a new curved radiator for better cooling. At the track, it worked effortlessly but a real test out on the traffic-ridden roads of the city will give a true picture of the heat dissipation. The new RC 200 also gets a redesigned rear section with a new LED taillight and minimal bodywork that exposes that new subframe. The fuel tank is wider and accommodates litres, 4 litres more. The two-part fairing is also easier to remove than before Weight Savings The big update to the 2022 KTM RC 200 comes in the form of the updated chassis. KTM has added a newly-designed subframe similar to the one introduced on the KTM 390 Duke in 2017. It's helped reduce weight on the bike by about kg, along with a lighter sprocket, new and tougher plastic panels, and even lighter wheels. In fact, the five-spoke alloys use a new alloy combination for added toughness and are less likely to break now over a nasty pothole. Even the front brake is now directly mounted on the wheel for added weight savings. All of these changes help the RC 200 lose about kg over its predecessor. Now KTM has used the lightweight effectively by increasing the fuel tank capacity on the motorcycle. The bike now packs a unit, about 4 litres more than before. The new metal tank not only makes for fewer stops between refills but also makes the bike front heavy, aiding in handling. As a result, the kerb weight at 160 kg stays the same with a power to weight ratio of 154 bhp/tonne. The battery and airbox have also moved from the front of the fuel tank cover to the rear section right between the rider's thighs. KTM says it's more effective packaging from a service perspective. The seats immediately feel more comfortable with the double-padded foam. This should've been the set-up all along Ergonomics The new RC 200's riding posture is less dedicated than before and something that a lot of road users will appreciate. The handlebar has been raised by 15 mm, which makes for slightly relaxed ergonomics, even as the rear set footpegs remain the same. It's still as dedicated as before but will now get less cumbersome when riding in the city. You can still lower it for a more dedicated posture. The bike also gets new seats finished in Alcantara-like material with double-padded foam, and it immediately makes the RC more comfortable to ride. The saddle height is the same at 835 mm but the fuel tank space is narrower, so you can put your legs down easily. The surface is smoother than before to help you hold on to it better. The bike gets new grab rails as well that are integrated more seamlessly. The digital console has been carried over from the 250 Adventure. Those looking for a TFT screen will have to wait for the RC 390 Instrument Console The instrument console is the familiar LCD unit that we've seen on the 250 Adventure. It's exactly the same unit and carries over all the features from that version. You continue to get the instant fuel efficiency, gear indicator, shift light, ABS control, speedometer and tachometer and a host of other telltale lights. Those hoping for a TFT screen will be disappointed though with that reserved for the upcoming RC 390. The new RC 200 uses the same engine and gearbox combination. Power and torque figures remain the same and so do the gearbox ratios Performance And all of these changes are paired with a familiar engine and gearbox combination. The cc engine, liquid-cooled engine remains unchanged for India and continues to belt out bhp at 10,000 rpm and Nm of peak torque at 8,000 rpm. The 6-speed gearbox remains unchanged too with the same ratios. But the prominent update is the bigger airbox that allows 40 per cent more air to be fed to the engine. It makes for a linear torque curve and smoother power delivery, while fuel efficiency should go up too. Fire up the engine and the RC 200 feels more same-same but different. Throttle response is smoother and the bike is a lot friendlier to ride with the revised ergos. Gear shifts are as slick as before, and the riding posture is less aggressive, which will be a boon for newer riders. The RC 200 still loves being revved and you still can exploit all the power at the top end of the rev band. It's a bike that will allow you to explore your limits at the peak of the power band far more easily and emerges as quite entertaining to ride. The new chassis is more flexible and immediately more predictable to ride than before Handling & Braking The handling has improved further thanks to the lighter chassis that's more flexible too. Direction changes feel quick and seamless and you are easily in control of the inputs. KTM continues to provide top-notch hardware with the USD front forks and a pre-load adjustable monoshock coming from WP. The front travel has improved by 10 mm to further aid in ride comfort. The RC 200 is a sharp motorcycle and ride comfort hasn't dramatically turned plus but it feels more composed than before. The front-heavy nature also makes it more friendly to dive into a corner. KTM also added a larger 320 mm disc at the front of the RC 200, which should've made better feedback but that still remains lacking on the lever. It does come with dual-channel ABS with the supermoto mode, but a more aggressive bite at the lever is sorely missed. The new RC 200 emerges as a well-packaged offering addressing niggles from its predecessor while retaining its strong suit Price & Verdict The new RC 200 emerges as more inviting than ever thanks to a more comfortable riding posture and seat. That's something most riders will appreciate on a day-to-day basis. It also appears as a better-finished motorcycle and is worth your money. And it should be, for you are paying Rs. lakh ex-showroom, which is the same as the Gen 1 version. Of course, this is early bird pricing and we expect it to go up by about Rs. 8,000-10,000 in a few months from now. It's also still more expensive than the comparable full-faired 250s but definitely feels more entertaining to ride. The KTM RC 200 never dared to please everyone, which is exactly why it stood out all these years. The new version only builds on the same ethos but feels like a more mature product choosing function. For those starting college or a professional career, and are looking out for a bike that's truly fun, the RC 200 remains an excellent package that's now even better. Photography Pawan Dagia

ktm rc 200 test ride