A GROUP COMPANY OF KTM AG Stallhofnerstraße 3 5230 Mattighofen | Austria
Editor-in-Chief Horst von Saurma
Project Management
Sandra Rettenegger, KTM
Editors
Adam Wheeler Jen Braithwaite, FullGas Creative
Final editorial
Lena Neuhaus, alphabit
Creative Director KISKA (concept)
Art Director
Verena Werndl, KTM Florence Frieser, EuroTransportMedia Verlags- und Veranstaltungs-GmbH Philipp Mohsenzada-Slaje, cmyankali e.U.
Photography
KTM, KISKA, Emanuel Tschann, Rudi Schedl, Sebas Romero, Ray Archer, Rob Gray (Polarity Photo), Heinz Mitterbauer, Francesc Montero, Align Media, Juan Pablo Acevedo, Marcin Kin, Philipp Platzer, Future7Media, Herwig Peuker, Markus Berger, Gold and Goose, Gruppe C GmBH, Rally Zone, Simon Cudby, Marian Chytka, Joel Kernasenko, Moser Martin, Peter Krakowitzer, Michael Groessinger, Alex Farinelli, Focus Pollution
Translation
Trados GmbH, a part of the RWS Holdings plc group companies Petra Krainer, Marlene Pichler (KTM – coordination)
Publishing Company
Motor Presse Stuttgart GmbH & Co. KG Leuschnerstraße 1 70174 Stuttgart
Director Corporate Publishing Bert Brandenburg
Printed by DESIGNPRESS GMBH … finest in print! Benzstrasse 39 71272 Renningen www.designpress.de
COPYRIGHT:
EDITORIAL
The word “Limitless” that features the cover of this anniversary magazine can be associated with a number of typical KTM characteristics – not least, the great commitment by the employees. With their persuasiveness and dedication to the brand. With the creativity and imagination of our designers and developers. With our expansion into the global markets. With the knowledge that we have now been accumulating for 70 years. Even in terms of KTM’s future prospects, I wouldn’t
dare to set any boundaries. Our optimism and team spirit are limitless. We are sticking to what has always been close to all of our hearts. And the second anniversary, 30 years of DUKE, is a prime example of this. We neither stop nor turn back, even when faced with a fierce headwind, or confronted with challenges in motorsport. The will to win is firmly anchored in our DNA – just like KTM is firmly rooted in Mattighofen.
STEFAN PIERER, CHAIRMAN OF THE EXECUTIVE BOARD AT KTM AG AND PIERER MOBILITY AG
THE BRAND 1/
HORST VON SAURMA
IN THE COURSE OF 70 YEARS, A TWO-WHEELER MANUFACTURER HAS GROWN FROM A SMALL WORKSHOP IN MATTIGHOFEN INTO BEING ONE OF THE LARGEST AND GREATEST OF ITS KIND WORLDWIDE TODAY. KTM’S STORY IS DEFINED BY MANY AND VARIED SUCCESSES, EXTRAORDINARY PEOPLE, REVOLUTIONIZING TECHNOLOGY AND ILLUSTRIOUS EVENTS.
1953
KTM’S FIRST MOTORCYCLE –THE R 100
KTM came to life 70 years ago in a small car and motorcycle workshop with the address Mühlgasse 4, just a stone’s throw away from where the KTM Motohall stands today in Mattighofen’s town center in Austria. The founder was Hans Trunkenpolz. After the turmoil of the Second World War, the former steam-powered automobile dealer and self-confessed motorcycle enthusiast and his 35 employees initially specialized in repairing trucks. Due to falling revenue in truck repairs, Trunkenpolz expanded his business to include motorcycle production. This led to the KTM R 100, their first in-house built motorcycle. The R 100 was based on a simple construction, consisting of a spring seat and an undamped front wheel fork, which was typical for the time. The engine was the only component that was not produced in house; developed by Sachs and built by Rotax in the neighboring town of Gunskirchen, it was a 2-stroke motor with 100 cc displacement. The 2-stroke engine was started using a clutch cable rather than the typical starter pedal and had aluminum hub brakes, which were advanced for the time. The R 100 had 3 hp and a maximum speed of about 40 km/h.
1954
KTM’S 1000TH MOTORCYCLE
Trunkenpolz’s new workshop was proving to be a worthwhile investment for the future. The economic miracle of the post-war years helped put KTM on a steep upward trajectory and 1954 saw the first sales milestone: The 1000th KTM R 100 left the production site based in neighboring Schalchen. This, however, was a very much improved and more powerful model called the KTM R 125 Tourist: A luxury model with a new Fichtel & Sachs engine, three-speed gearshift, foot control kick-starter system and spring rear swingarm. With 6.1 hp, the engine offered more than double the power of the first model. Advertised as the “motorcycle for work and travel”, this bike boasted
a maximum speed of 90 km/h. Material shortages meant though that production capacity was heavily limited and the 20 motorcycle production employees could only produce up to six units per day. By comparison, today at KTM the daily production figure is more than 900 units assembled on four production lines, and that’s just at the main plant in Mattighofen. 1954 also saw Trunkenpolz welcome a business partner, a qualified automobile mechanic called Ernst Kronreif. Kronreif immediately took a 50% stake in the business, and both partners were equally dedicated to motorsports – which would prove to be a fortunate coincidence.
1954
THE FIRST “ADVENTURE” TOUR: PARIS – VIENNA
On 30 September, 1954, something happened that would forever shape KTM: A long distance trip was planned from Paris to Vienna, a real adventure for that time. The boss Hans Trunkenpolz took this trip in person, accompanied by two others. The challenge was to complete the 1,300 kilometer route between the two metropoles faster than the famous Arlberg Express, which at that time managed the journey in 24 hours.
The bikers were not traveling on freeways, but mostly taking country roads. They rode at night through the rain with only a six volt bulb to light their way, and only stopped when they had to get fuel. Through their determination they managed what nobody thought possible at that time: they completed this epic trip in astounding 22 hours, two
hours faster than the train. The only casualty was a broken shock absorber. KTM had proven itself to be incredibly reliable and had made itself known – the demand for motorcycles from Mattighofen exploded.
The brand’s identity, which defines KTM’s thinking and working even today, was born from the passion for riding that the two owners had, and the sorts of adventures and offroad competitions that they would take part in. The company’s name was registered in 1954 and the initials K, T and M are taken from the owners and the hometown: the K is for Kronreif, who joined that same year. T stands for Trunkenpolz and M for Mattighofen.
1957
LECHNER’S RACE WINNING STREAK
Erwin Lechner was among the riders who enjoyed victory after victory from 1957 onwards, racing KTM motorcycles with an engine designed by the Austrian engineer Ludwig Apfelbeck.
2013
FIRST RIDE SAFETY SYSTEMS
With the KTM 1190 ADVENTURE, KTM became the first motorcycle manufacturer to introduce a cornering ABS and riding dynamics control system with corneringsensitive electronic traction control. Even today, KTM is at the forefront in providing intelligent connectivity solutions to integrate the motorcycle into the digital world in a practical manner.
2015
THE FIRST SUPERCROSS TITLE
The AMA Supercross Championship is one of the most popular motorsports series in the US and in 2015 Amerian racer Ryan Dungey brought the prestigious title to Mattighofen for the first time. The hex was broken. Dungey won another two Supercross titles in succession in 2016 and 2017 and made KTM a perfect sensation in the USA.
2017
ENDURO REVOLUTION
With an immense amount of confidence and substantial investments, KTM revolutionizes the world of Enduro motorcycles. The introduction of groundbreaking fuel injection technology for 2-stroke engines marks a significant milestone. The KTM 250 and 300 EXC TPI are the world’s first homologated 2-stroke seriesproduction models to feature this cutting-edge technology. This innovation enables unprecedented performance and efficiency. The KTM factory teams competed on the new-generation models right away and with great success.
KTM GOES ELECTRIC
KTM was the first large-scale manufacturer to intently drive the electrification of two-wheeled vehicles. Since 2014, KTM has been producing emission-free Enduros with electric motors in the form of the Freeride E models. KTM has since started offering a diverse range of Mini E-Crossers such as the KTM SX-E 5 for children and young people.
THE MOTOGP™ DEBUT
After hundreds of world titles in almost all offroad events and asphalt championships such as the Superbike (IDM), Moto3™ and Moto2™ classes, only one title remained to conquer: the premier class of motorcycle racing – the MotoGP™ World Championship.
After an initial wildcard entry at the last GP race in Valencia in 2016, KTM would compete at all races from 2017 onward with the KTM RC16, designed and built in-house, which has a head start of several decades in terms of experience.
KTM’s success was now on a steep upward trajectory. For Hubert Trunkenpolz, chairman responsible for motorsports, the stated goal for KTM is to take the MotoGP™ World Championship title.
2019
THE KTM MOTOHALL OPENS
Opened in the fall of 2019, the KTM Motohall is architecturally breathtaking, innovative, and extraordinary, as it really brings the brand’s READY TO RACE spirit to life in the most entertaining way.
2020
THE FIRST MOTOGP™ VICTORY
Brad Binder’s stellar performance at the Czech Grand Prix in Brno not only marked KTM’s first MotoGP™ victory but also symbolized a remarkable milestone, showcasing the exceptional capabilities of the KTM RC16. Also that year, Miguel Oliveira won a frenetic second race for KTM on home soil at the Red Bull Ring in Austria. The third MotoGP™ race victory for him and KTM would follow in his home country in Portimao, Portugal.
2023
NEW ENDURO GENERATION AND ANNIVERSARY: 70 YEARS OF KTM
KTM introduced a new highlyacclaimed Enduro generation with new technology in 2023. No less than 95% of the components were new, including the innovative frame technology and closed cartridge WP Suspension system. KTM’s introduction of Throttle Body Injection (TBI) technology set new standards in engine design: a new 2-stroke engine with electronic fuel injection. Manuel Lettenbichler’s back-to-back FIM Hard Enduro World Championship titles and Josep Garcia’s FIM Enduro1 World Championship title in 2023 demonstrated a technical superiority that no rival can match. The 2023 season put KTM’s total world titles at an unbelievable number of 341.
To coincide with the 70th anniversary, KTM also introduced its newest DUKE generation – starting with the iconic single-cylinder engine models from the 125 cc displacement to the KTM 990 DUKE and KTM 1390 SUPER DUKE R models. The brand also continued to invest in new sites, such as the most recently opened KTM North America Headquarters in Murrieta, California.
KTM today
KTM is the largest and most important brand in the PIERER Mobility AG. Alongside KTM, Husqvarna, GASGAS and WP Suspension are also subsidiaries of the listed Austrian company. PIERER Mobility AG additionally has a 50.1% stake in MV Agusta. Around 6,000 people worldwide work for the group today. Along with the main plant in Mattighofen, Austria, there are also production sites in India, China, Brazil, Columbia, Malaysia, and the Philippines. Their output is tremendous: Nearly 390,000 motorcycles were produced in 2023 of which 220,000 units were made at the Mattighofen main plant alone. KTM has been Europe’s largest motorcycle manufacturer for over ten years and is currently the fourth largest in the world. It is renowned worldwide as a leading manufacturer for high-performance motorcycles and electrified two-wheel vehicles. Turnover in 2023: EUR 2.7 billion. Main shareholder and Group CEO: Stefan Pierer.
ANNIVERSARY IN NUMBERS
463
2,163
KTM dealers around the globe
IN NORTH AMERICA (CANADA, USA, MEXICO)
14 IN SOUTH AFRICA
134 IN ASIA
460 IN INDIA (INCL NEPAL AND SRI LANKA)
205 IN LATIN AMERICA
33 IN AMEA
739 IN EUROPE
YEAR
KTM’s Dakar Rally heroes 2/
KTM CELEBRATED ITS FIRST WIN AT THE NOTORIOUSLY DIFFICULT DAKAR RALLY IN 2001 AND ENJOYED ITS MOST RECENT VICTORY IN 2023. TO DATE, NINE KTM RIDERS HAVE TOPPED THE PODIUM A TOTAL OF 19 TIMES.
HORST VON SAURMA
2006 2009 2011 2014 2015
MARC COMA
Marc Coma is a six-time FIM CrossCountry Rallies World Champion and, like his teammate, Despres, has won the Dakar a total of five times since 2006 – all on KTM machinery. The Coma/Despres era is a legendary story of a fierce rivalry spanning many years in which either one or the other rider won the Dakar Rally. In 2009, the rally left Africa and took place in South America for the first time, starting in Buenos Aires. It ran over 9,574 kilometers through Argentina and Chile – with a total length of 4,741 kilometers of special stages during the 15 days of racing.
The Spaniard, Marc Coma, has a total of five overall Dakar victories to his name, two on a KTM 690 RALLY and three on a KTM 450 RALLY. Coma is now Managing Director of KTM Spain.
No-one could get past the KTM 450 RALLY ridden by Toby Price at the 2016 Dakar.
2016 2019
TOBY PRICE
The 38th Dakar Rally in 2016 took place in South America for the eighth time in a row, starting in Buenos Aires in Argentina, crossing through Bolivia and concluding in Rosario back in Argentina. The race ran over 9,500 kilometers with special stages covering a total of 4,000 kilometers. Toby Price, who finished third overall at his Dakar debut the previous year, took a dominating win by around 40 minutes, with Stefan Svitko also on a KTM coming in second. Price claimed victory again in the 41st Dakar in 2019 with an incredible display of grit and determination, as the Australian raced with a broken wrist. It was KTM’s 18th consecutive victory. The rally was limited to a single country – Peru – and was the last to run through South America, which would be remembered for its incredible scenery and passionate fans.
Australian Red Bull KTM Factory Racing rider Toby Price won the Dakar in 2016 and 2019. In 2023, he finished second overall behind Kevin Benavides.
ADVENTURE WORLDWIDE
HORST VON SAURMA
The KTM ADVENTURE RALLY series is about experiencing unforgettable adventures, mastering challenges, pushing limits, discovering magnificent landscapes while making friends, and experiencing a unique sense of community.
LEAVING NO PAGE UNTURNED 3/
JEN BRAITHWAITE
THE KTM EXC EXEMPLIFIES THE HEART AND SOUL OF ORANGE
Despite living in a world in which technology rarely stands still for a moment, it’s still quite hard to believe that the humble motorcycle can be designed, re-designed, and re-imagined again and again. No more so than with dirtbikes, a largely simple concept yet mind-boggling development when we look at the less-nimble-morepowerhouses of the 80s and 90s offroad models, to the equipment on the market today – it is often said that dirtbikes have become ‘as good as they can get’, but that just doesn’t sit right with the READY TO RACE mentality of KTM.
With pressing regulatory matters challenging manufacturers to create performance products for customers and racers alike within the realms of ever-stringent noise and emissions restrictions, it’s not just about going the next level; it’s about
finding more speed, power and rideability, and extracting it while meeting those strict rules. Doesn’t sound too racy, huh…. But no-one can ever assume that KTM will sit back and not find a way, it’s non-negotiable. And the KTM EXC’s continued abundant success proves that.
The KTM Enduro models have been and are the future epitome of this kind of developmental know-how. A foundational range that has been so important to the Austrian company, the KTM EXC has continued to evolve and excel in all of the global arenas of racing, while being a mainstay of KTM’s massive production figures.. The KTM 350 EXC-F 4-stroke and KTM 300 EXC 2-stroke are still some of the most popular models created in Mattighofen and are everything that KTM stands for right out of the crate; premium, powerful,
striking and raceable. With both Red Bull KTM Factory Racing riders, Josep Garcia and Manuel Lettenbichler, achieving world titles in the FIM Enduro World Championship and FIM Hard Enduro World Championship in 2023 on brandnew machinery launched in the same season, it’s easy to think that for KTM it’s, well, easy.
The new 2-stroke enduros are revolutionary once again. The carbureted big-bike models of old are a distant memory, as KTM took a huge leap of faith and investment in developing a new technology when they introduced the world’s first homologated serial-production fuel-injection 2-stroke models, the KTM 250 and 300 EXC TPIs, back in 2017. Their race teams competed on the new-generation models right away, and with success, although it took some time to
silence the sceptics who were convinced the pre-mix, jet-changing, two-smoker days, with all the characteristics of a bike with no EMS to control variations in temperature, altitude, air pressure and throttle position, were not over yet. The unholy ‘bog’ of the 2-stroke, they believed, would stay. However, these Transfer Port Injection models did their own pre-mixing, and adjusted their own jetting thanks to technology with a clever raft of sensors and tech that met the very latest then-Euro4 regulations but were largely READY TO RACE out of the crate. They took a lot of the uncertainty out of set-up regardless of whether it was a cold, wet and muddy day in the UK, or a hot 50 degrees in the mountains of Spain. Yes, it took time for the Hard Enduro riders to really get used to something different from the snap of the carburetor that they had long-since known, but with the World Enduro Super Series (WESS) title in 2019 for Manuel Lettenbichler, the benefits of fuel-injection far, far outweighed the old guess-the-jet technology. It was soon proven that KTM’s leap in a new, muchanticipated, direction had paid off.
Motocross 4/
WHEN WAS MUD FIRST SLICED BY KTM SPEED?
23 FIM World Champions from 14 countries in every adult category and in every decade since the 1970s with titles earned by at least seven different motorcycles: it’s fair to say that motocross has been a rich field for success for KTM. Where did it start and how did it begin?
The idea of steering a motorcycle quickly across natural terrain came about through necessity rather than choice. For well
over a century motorized two-wheelers have been part of society, transportation, and recreation. Motorcyclists have been managing throttles longer than most countries had have efficient, asphalted roads. Sure, there were tarmac main routes and thoroughfares during the 1800s – the precursors to today’s freeways – and city routes but riding anywhere at speed often meant rough, stony and gravel commutes.
ADAM WHEELER
It could be argued that ‘off-road’ was simply a part of daily mobility, such were the conditions for wear and drainage. Even the first purpose-built motorsport facilities, like England’s Brooklands (1907) and the Indianapolis Speedway in the USA (1909), offered bumpy, gravel-strewn surfaces. Eschewing public travel networks for more rural locations meant that off-road pace was far more commonplace, certainly outside of the early ‘time trials’ that was the basis for motorcycle racing as we know it today. People headed to the nature, despite the basic hardware with suspension, chassis, and tires during the formative decades of technical development.
Although various assertions exist concerning the roots of ‘motocross’ and both the UK and France have been cited as originators, it is widely accepted that the discipline sprouted through the concept of ‘scrambles’ and early bikers testing their gear, their skills and their strength in measured competitions across landscapes.
Motocross, as we know it now, is seen as an extreme, polished, and niche activity run by governing bodies, shaped by rulebooks and is still wonderfully inclusive, regardless of age, machine or ability. The transition from early twentieth century mass-meetings and scrambles to a rigid framework of championships did not take long. In the case of racing generally, a firm rut was cast with the creation of Britain’s Auto-Cycle Club, later the Auto Cycle Union (ACU), in 1903. The Fédération Internationale de Motocyclisme, or FIM, (initially called “FICM” for Fédération Internationale des Clubs Motocyclistes) began life the following year, with the AutoCycle Club as one of ten founding members. The FICM kicked
into gear in 1912 and the first officially sanctioned fixture was the International Six Days Reliability Trial, now better known as the International Six Days Enduro. Wars ravaged the world and hampered progress for several decades, but the FICM would eventually expand to more than 30 national bodies and not only defined motocross but also helped splinter sports and consolidate Enduro, Speedway and Trial.
A small club in southern England, Camberley, claim to have staged one of the very first motocross events in 1924 and will host a special centennial event this year (2024). Internationally the FICM turned into the FIM in 1949, two years after the very first running of the ‘Motocross Des Nations’; an event based on the team aspect of the International Six Days Enduro and held at a closed circuit in Wassenaar on the west coast of The Netherlands with only three participating countries. The 2023 edition of the annual contest had over 35 entrants.
Motocross flowered as bikes became more capable, economies improved and industrial engineering advanced in ideas and scope. The 1950s witnessed a boom and the FIM pivoted to meet increased demand to compete. A European Championship was established in 1952 with just four rounds from six counting towards the standings (including visits to iconic sites like Imola, Donington Park and Namur) and a minimum 40 km race length. Just seven years later the number of dates had reached eight and the FIM created the first Motocross World Championship, with 500 cc spec machinery. For five years a 250 cc competition had European billing until it also transitioned into ‘world’ status in 1962.
Austrian speed: Heinz Kinigadner won double 250 cc championships in the mid-1980s.
Close to the fans: Gennady Moiseyev won five motos in Spain, Poland, Finland and Sweden during that memorable 1974 250 cc season.
Moiseyev, 26 at the time of his 1974 title, receives a trophy, KTM blazer in place, in front of Erich and Erika Trunkenpolz.
Kini on the way to victory in 1985.
The fast first: Gennady Anatolyevich Moiseyev became KTM’s first FIM World Champion with the ’74 250 cc crown.
KTM 450 SX-F
POWER. CONTROL. FEEDBACK.
Every part of KTM’s flagship dirtbike is geared towards performance where it matters: on the track. The light and compact SOHC 26.8 kg motor is renowned for its torque and response. The higher service intervals also make it one of the most dependable on the market. The 450 cc engine contributes to the feeling of control thanks to
rear-tilted positioning in the lithe frame. The result is improved mass centralization and better anti-squat behavior. The frame itself is made from hydro-formed, laser-cut and robot-welded steel, and the latest version of the KTM 450 SX-F has refined the degree of torsional flexibility and stiffness for energy absorption and straight-
NEKEN ALUMINUM HANDLEBAR FEATURING MAP SELECT SWITCH WITH ADVANCED ELECTRONICS
ALUMINUM REINFORCED POLYAMIDE SUBFRAME
PREMIUM DUNLOP GEOMAX FRONT AND REAR TIRES
SOHC SINGLE CYLINDER 4-STROKE POWER PACK
FULLY HANDADJUSTABLE WP XACT-USD FRONT FORK, FEATURING WP AER TECHNOLOGY
HIGH-QUALITY EXCEL TAKASAGO RIMS
Image: KISKA GmbH
BLACK POWDER-COATED CENTRAL DOUBLE-CRADLE STEEL FRAME, FEATURING STANDARD FRAME PROTECTORS
STATE-OF-THE-ART BREMBO FRONT AND REAR BRAKE SYSTEM
line stability to an artform. The sensation of feedback in turns, across bumps and for jumps is increased by the polyamide reinforced aluminum subframe and swingarm but also thanks to the superb technology provided by the WP XACT suspension.
Race and test-proven components form the rest of the package: Brembo brakes and hydraulic clutch, ODI grips, innovative design of the footrests, EXCEL wheels, map switching, Traction Control, Launch Control and a Quickshifter, Keihin throttle body and EMS. Not to speak of the 7.2 liter tank, purposeful bodywork for the optimum rider ‘triangle’ positioning, and those unmistakable ‘READY TO RACE’ graphics and colors.
High quality is an absolute given, but the KTM 450 SX-F has become even more versatile thanks to the Connectivity Unit Offroad (CUO) that comes as standard on the FACTORY EDITION but can be fitted to the KTM 450 SX-F from model year 2023 onwards. The two-piece GPS-based CUO opens a myriad of easy set-up and personalization options for engine management and suspension through a simple interaction with the KTMconnect app. A new feature, ‘RIDER’, enables a ‘virtual coach’ in the app thanks to hardcore and real-time analytics for every aspect of a lap.
TECH TABLE
Engine type Single cylinder, 4-stroke
Displacement 449.9 cc
Bore/stroke 95/63.4 mm
Transmission 5 gears
Frame Central double-cradle-type 25CrMo4
Subframe Aluminum reinforced polyamide
Front suspension WP XACT-USD (AER), Ø 48 mm
Rear suspension WP XACT Monoshock with linkage
Weight (without fuel) 102.6 kg
Taking Motocross riding experience to the next level with the CUO system, offering next-level customization and performance analysis.
Image: Francesc Montero Photo
HARRY NORTON IS THE FOURTH TEAM MANAGER SINCE 2010 TO HEAD THE MOST EFFICIENT, DECORATED, AND RUTHLESS RACE SQUAD IN THE MODERN AGE OF MXGP…AND HE’S ALSO THE YOUNGEST. WE ASK ABOUT THE PRESSURE AND THE PARAMETERS TO KEEP FEEDING RED BULL KTM FACTORY RACING WITH SILVERWARE…
When Andrea Adamo crossed the finish line of his home Grand Prix at Maggiora, Italy, on 24 September 2023, he put the seal on a remarkable first season in factory KTM race colors. The freshly turned 20-year-old became the tenth rider to help Red Bull KTM Factory Racing towards a total of fifteen MX2 Motocross World Championships in twenty years for Red Bull KTM Factory Racing and the KTM 250 SX-F: the most prolific race bike to have been firedup in the halls of KTM Motorsport HQ in Munderfing.
The elation was almost overwhelming for Adamo. Maggiora was the penultimate round of his third Grand Prix term – a really consistent year and his career breakthrough. For new Team Technical Co-Ordinator Harry Norton, the exhilaration was nothing fresh, but it was the first time the likeable Australian was able to savor that rare and delicious taste of success from a management position.
Guiding
ADAM WHEELER
the ship
HALL OF FAME 5/
FROM THE OUTSIDE: EXCITING, BOLD, AND INTRIGUING. ON THE INSIDE: MESMERIZING, INFORMATIVE, AND EXTREMELY VIBRANT.
THE KTM MOTOHALL AT KTM PLATZ 1 IN MATTIGHOFEN, AUSTRIA – KTM’S HOMETOWN.
HORST VON SAURMA
MotoGP™ 6/
AND THE BIRTH OF A NEW KIND OF KTM SPEED
ADAM WHEELER
A KTM never moved faster. Two KTM RC16s screamed out of Turn 16 and along the Lusail International Circuit main straight into the setting sun, a howl left behind, Michelin rear tire protesting from the horsepower. The pair of Red Bull KTMs were a fearsome sight on their full-time MotoGP debut at round 1 of the 2017 season in Qatar … but, despite the potent start, the bikes were two seconds adrift of the fastest laptime. A journey had begun.
Only eight months before, Pierer Mobility Group CEO Stefan Pierer had sat at the reinstalled Austrian Grand Prix at the Red Bull Ring and announced KTM’s intention to join the MotoGP grid. A year before the press conference, KTM’s motorsport crew were scrambling to compile a development team and a concept
of what the RC16 would become. Going back another three years, this was when the firm was already thinking about scraping the knobs from the tires.
“I was already member of the board and in charge of Sales and Marketing,” recalls Executive board member Hubert Trunkenpolz. “I had a chat with Heinz Kinigadner during an EICMA show, and I said: ‘I think we should go to MotoGP…’. I proposed it to Stefan and his reaction was not the best! He said something like ‘Are you crazy?! Do you want to ruin the company?’ but it was still worth thinking about. Three years passed and business had been going well. We were at the EICMA show again and we were a real global player now and with a big footprint in the industry by being number one in Europe.
We talked once more and decided together that we should really consider it. The project was set up.”
“We are all motorsport enthusiasts and Stefan and I love motorsport, but the other reason to do it is, of course, business,” he explained. “TV numbers showed that MotoGP was unbeatable and incomparable to any other motorcycle sport in the world, especially in Asia. I thought if we wanted to create more brand awareness then we had to go into MotoGP. There was no way around it. There is a big difference if you are racing at the back of the grid, because it is like wasting money, but if you are visible on the TV, on the podiums and on the front pages of the magazines, then it really pays off. It is the strongest and best marketing tool that we have.”
Motorsport Director Pit Beirer, the man who had revived KTM’s dominance in motocross, had installed a successful supercross operation in North America and was overseeing a title-winning Moto3™ program, had to move fast. “Pit acquired a few people and Mike Leitner was the front man,” says Trunkenpolz. “He built a small team and we gathered experience with people like Wolfgang Felber, Kurt Trieb, and of course Sebastian Risse. So, we started. It became better and better. If you take a look at the first RC16 then it looks like a truck compared to the version now! It has been fun to see the technical development and to go through it.”
“I can remember sitting in the office with Pit and he asked me, across the table, ‘Are you up for it? Can we do it?’ and of course I was super-excited,” smiles Red Bull KTM Factory Racing Technical Co-Ordinator Sebastian Risse at the memory. “That was in May 2014, I think, and it meant half a year of recruitment, and a year of design and testing before going racing. From that conversation everything kicked-off. We still had to manage Moto3 and its success was really important, but it was an intense time to also pivot to MotoGP™. The very first thing we had to do was find people! I think we were around 18-20 at the time in road racing and we started to give some double roles and share responsibilities so we could at least get something going, some conceptual work, but of course the department had to grow massively. When we made our wildcard at the end of 2016, I think we were 70 people. To get to that amount took effort from different parts of KTM; engineering, recruitment and so on.”
Alex Hofmann putting the brand-new KTM RC16 to the test at Spielbergring in 2015.
KTM’s first MotoGP™ outing in Valencia 2016 –Mika Kallio with the wildcard.
Qatar 2017 – Pol Espargaró starting the MotoGP™ era with KTM.
BRAD BINDER: YESTERDAY AND TODAY’S MOTOGP™ STANDARD FOR TOMORROW
ADAM WHEELER
“F***…it’s crazy.” Brad Binder might be one of the fastest motorcyclists in the world but even the South African gets surprised by the swift passage of time.
IF YOU LOOK AT MOTOGP LIKE A JOB THEN IT’S TOO LATE. IT IS A BLESSING TO BE ABLE TO DO THIS WITH YOUR LIFE AND TO GET PAID FOR IT AND MAKE IT YOUR EXISTENCE. IT’S SOMETHING YOU DID WHEN YOU WERE A KID AND YOU EARNT ZERO.
The 28-year-old is sitting across the table, sipping from a sugar-free can of Red Bull and reacting to the news that 2024 is his tenth year of wearing Red Bull KTM race colors. It has been a dizzying trip. “We’ve had fantastic days: a championship in Moto3™, wins in Moto2™, only two victories in MotoGP™ and a couple of Sprints but we are on the way. Our story is far from over. I feel that we are only just getting to the really good part.”
Although he is laser-set on the present and KTM’s eighth MotoGP season in 2024 (his fifth term in the class), Binder will make himself comfortable on the fearsome KTM RC16 (he is the quickest Grand Prix rider ever at 366.1 kmph) for 2025 as
well. Regardless of the present and the future, Brad has already cemented his place in KTM history thanks to a superb 2016 Moto3™ world championship, meaning he is one of five riders to do so with the KTM RC4 and, significantly, that maiden MotoGP victory for the factory at the 2020 Czech Grand Prix in what was only his third outing in the category as a rookie. Talk about a milestone.
Brad is an interesting character. He mixes intensity with a lightness of being. He can be deadly serious in conversation one moment and then easily break into a laugh seconds later. He will have already greeted you like a close friend – and endlessly endearing trait – and could not be more accommodating. Binder seems well versed in the requirements of PR and painting a good image but is also distinctly ‘old-school’ with approach to racing. Everything is geared to performance on
the track. “Some enjoy social media more than others; I’m the ‘others’,” he deadpans.
“The more he is ready to win, the clearer he is about what exactly he needs to be faster,” Crew Chief Andres Madrid tells us. “When he has a very clear idea then he does not stop, he just keeps pushing to get it. I mean, that’s needed. Really needed.”
There is a feeling around KTM that the maturing package of Brad, the RC16, the team and the factory are primed for fresh ground in terms of results. He gathered two Sprint wins and made eight podium appearances in 2023 (and had already doubled his GP tally thanks to a sensational wetweather gamble at the Red Bull Ring on KTM’s home turf in 2021, another historic feat) on the way to 4th in the championship. Binder is not only the man of the moment but of the races to come, and his #33 will endure endlessly among the other hallmarks of the KTM Motohall for what he has achieved thus far. On that note we take him for a rapid career whirl…
7/ The core message
More than a decade and a half has passed since the premiere of the KTM X-BOW in 2007, and with various developments through the years, this much sought after KTM sports car now finds its form in the current GT-XR supersport version.
HORST VON SAURMA
The beginning of the KTM X-BOW journey was marked by an almost revolutionary idea: to transfer the character and design language of a motorcycle manufacturer to the sports car scene.
To create a car in line with the maxim that KTM has always lived by: “READY TO RACE”. This means it should be lightweight, stripped back to the essentials, and without any electronic driving aids. A Formula 3 vehicle for the road, so to speak. The idea was born at a meeting between KTM CEO Stefan Pierer and the then Audi Chief Development Officer Dr. Ulrich Hackenberg.
TECHNICALLY, A LOT HAS CHANGED SINCE ITS INTRODUCTION, BUT ITS CORE REMAINS THE SAME.
unmistakable shape. In 2007, the sensational KTM X-BOW was presented at the Geneva Motor Show by Stefan Pierer himself. Production was outsourced to the city of Graz – a center for the automobile industry – and deliveries began just one year after its introduction. The first batch of 100 vehicles went on sale as an exclusive “Dallara Edition”.
Within a few months, a completely new vehicle concept was developed at KTM thanks to active support from Audi and the Italian racing car manufacturer Dallara. At its core was an innovative carbon fiber monocoque. KTM design guru Gerald Kiska molded the equally radical aerodynamic concept into an unprecedented,
At the same time, the KTM X-BOW was equipped and used as a racing car in line with the product specification with support from Hans Reiter – head of the renowned Reiter Engineering racing team. It went on to compete in the Sports Light class in the GT4 European Cup. This project proved to be an immediate success, with Christopher
Haase winning the championship in 2008. Just four months after the start of production, five units were being produced daily by a team of 30 employees.
But, despite such a positive launch, there was trouble ahead. The global economic crisis was on its way, and this resulted in a collapse in sales. Production had to be cut back. However, rather than shutting the operation down, the product range was assertively diversified in the midst of the crisis: In addition to the 240 hp “Street” base model, a “Race” version and a special “ROC” model were launched. This
enabled prominent professional racing drivers to compete in the famous annual “Race of Champions”, which sees some of the world’s best drivers compete in a unique head-to-head in identical cars.
In 2010, a KTM one-make cup was launched under the catchy name, the KTM X-BOW Battle. The kick-off at the Salzburgring featured 15 competitors on the starting line. The battles were regularly frequented by guest drivers, including skiing legends such as Hans Knauss and Olympic silver medalist Cornelia Hütter as well as Kris Rosenberger, the former head of KTM’s Dakar project, which made it incredibly intriguing and exciting.
From the onset of the economic crisis, it was decided that vehicles would only be produced to order, spelling the end of the series production. But this was followed by a boost of a completely different kind: In 2011, the power-to-weight ratio of the super sports car was reduced from 3.7 to 3.0 kg per hp. The new “R” model was launched with an incredible 300 hp.
Carbon fiber wherever you look – and even where you don’t. The monocoque, around which everything new is grouped, is still the central core of the KTM X-BOW.
The Plant
The KTM X-BOW GT-XR is assembled by hand. It consists of 1580 single components and production is limited to just 100 units per year. A visit to KTM Sportcar GmbH in Graz.
There’s no danger of treading on anybody else’s toes here. The hall covers an area of 4,200 square meters, around half the size of a soccer pitch. Yet only 800 sqm of that space is used to actually build – or, to be precise, assemble – anything. The majority is warehouse space. This means things are pretty quiet at these premises on the outskirts of the city of Graz, approximately two-and-a-half hours’ drive from the KTM headquarters in Mattighofen, Austria.
There’s no noise, no hustle and bustle, and no stress to disrupt operations around here. Just the occasional hushed conversation. The sound of electric mounting tools is the only telltale sign that this is a place where something new– and, it would seem, rather special –is being developed.
With around 300,000 inhabitants, the state capital Graz is now the second largest city in Austria, after Vienna. Graz is also the epicenter of the Austrian automotive
industry. Many suppliers and manufacturers are based in the immediate vicinity, most notably Magna Steyr with around 12,000 employees.
The area surrounding Mattighofen has amassed a wealth of expertise during decades of motorcycle production and, in the same vein, Graz has also evolved into a mecca for the automotive scene.
“We established ourselves here,” explains Michael Woelfling, “so we could tap into the pool of highly qualified people in the area and take advantage of the proximity to locally based suppliers.”
Woelfling himself comes from the surrounding area. He began his career at Magna Steyr and has now held the role of Managing Director Sales & Marketing at KTM Sportcar GmbH for some time. As co-managing director, he reports directly to board member Hubert Trunkenpolz.
Lord of the Ring
HORST VON SAURMA
Nordschleife (or Northern Loop) of the Nürburgring race track in the sunshine. A clear, dry track. Next to no traffic. Enter the new KTM X-BOW GT-XR. A dream drive at the Ring.
A bucket-list opportunity for many, it’s always interesting to see the vast array of vehicles looping around The Nordschleife, also known as the Northern Loop of the famous Nürburgring race track. As a seasoned Nürburgring driver, I still relish in the opportunity to get some laps in, test my ability and that of the vehicle, so when I was asked to take the KTM X-BOW GT-XR for a spin around the German circuit, I jumped at the opportunity.
In reality, when heading to the Nürburgring there’s almost always something to moan about: bad weather, a wet track, too much traffic, or a bunch of novices who have absolutely no idea what they’re doing. Then there’s a dip in performance, or the tires under-performing and not providing enough grip. And, if you’re an experienced driver, it makes a huge difference on how enjoyable the day is depending on the capability of the car you’re in. From the hype of arriving at the ring, those high spirits can soon be dampened. Often there’s something that just doesn’t make the day as enjoyable as it could be, and I speak from experience.
This time though, everything is perfect. There’s a bright, blue sky above. The Eifel region weather gods are totally on our side. It’s warm and dry. There’s a beautiful clear track ahead of us. And there’s nobody jostling in other cars to overtake from behind. We’re all alone out on the open track. Or, better put, alone in the legendary Green Hell, as Jackie Stewart once disrespectfully—or perhaps respectfully— dubbed the Ring. Today, it feels more like we’re blessed with a green slice of heaven on earth. The excitement builds.
The grip on the Michelin tires is perfect. The 500 hp thrust of the five-cylinder turbo-charged engine is nothing short of staggering. And the handling performance and braking power are enough to conjure up a permanent grin on your face. The KTM X-BOW GT-XR obeys your every command, it’s breathtaking.
fully focused
HORST VON SAURMA
Hubert Trunkenpolz is a family man, Executive Board member, brand ambassador, team manager, racer, and—of course—a motorcycle rider. As the nephew of the company’s founder, his last name is even immortalized in the company logo, the ‘T’ in KTM.
990 DUKE
THE SNIPER
SNIPER
PRODUCT
PRODUCT
The 2024 KTM 990 DUKE boasts the power and might to shake up the scene, featuring an ingenious engine concept, top-class torque, and a completely fresh chassis that sets new standards in stability and flexibility. The new, compact steel chassis ensures maximum ride stability and perfect rider feedback. With its modified swingarm pivot point, the curved cast aluminum swingarm precisely brings the flexibility to the system that gives the tire
even more grip when leaning. The marksman-like handling and terrific traction make the KTM 990 DUKE the most accurate cornering vehicle among the power Naked bikes. The 17-inch rims together with the high-performance Bridgestone tires, make it clear where this journey is headed. The new KTM 990 DUKE in “Electronic Orange” and “Black Metallic” shows its colors: the competition can run, but they can’t hide!
FEATURES
KTM 990 DUKE
Liquid-cooled 2-cylinder, 4-stroke, parallel twin
Displacement 947 cc
Bore diameter × stroke 92.5 × 70.4 mm
Power: 90.5 kW (123 PS) at 9,500 rpm
Max. torque: 103 Nm at 6,750 rpm
Suspension travel (front & rear): 140 / 150 mm
Ready-to-ride weight: approx. 179 kg
FEATURES
KTM 990 DUKE
THE SNIPER is a new, unprecedented combination of power, aggression, and agility. As a brand-new model for 2024, the KTM 990 DUKE is full of new parts and state-of-theart technology. With a completely new engine, chassis, swingarm and look, it masters every radius with extreme precision and accuracy – faster than ever before.
LONG LIVE THE DUKE
THE DUKE IS THE STALWART OF KTM’S EVEREXPANDING STREET BIKE LINE-UP. A GROUP OF PASSIONATE VISIONARIES WERE INVOLVED IN ITS ORIGINAL CONCEPT, AND THREEDECADES LATER IT REMAINS A CENTER-PIECE OF KTM’S OFFERING IN A VARIETY OF GUISES AND DISPLACEMENTS. WE DIG DEEPER WITH THOSE ORIGINALLY PART OF THE DECISIONMAKING PROCESS TO SEE HOW THE DUKE CAME TO FRUITION, WHY IT WAS NAMED THE ‘DUKE’ AND WHAT IT MEANS TO KTM TODAY. 30 YEARS AGO, A COMBINATION OF ECONOMIC NECESSITY AND ENTREPRENEURIAL COURAGE, PASSION AND INGENUITY SAW THE DEVELOPMENT OF THE DUKE, KTM’S FIRST REAL STREET BIKE. A MEETING BETWEEN HUBERT TRUNKENPOLZ, GERALD KISKA AND THE ENGINEERS WOLFGANG FELBER AND HERMANN SPORN SERVED AS THE CATALYST FOR THE CREATION OF THE KTM DUKE – AND THE SUBSEQUENT SUCCESS THAT FOLLOWED.
Mattighofen, 1993: There were no statistics, no surveys and no market analyses. A meaningful development budget? Certainly not. As Wolfgang Felber, who today is responsible for chassis development in MotoGP™, puts it, there was only “gut feeling and passion.” “And huge economic pressure”, adds PIERER Mobility AG Executive Board member Hubert Trunkenpolz, who has been the leader of global marketing for many years.
Would the KTM brand as we know it today exist if people such as Felber had not been around 30 years ago? “No”, answers Trunkenpolz categorically, adding that without the DUKE, the overall brand would look completely different, and likely the variety of products and brands within KTM would only be a fraction of what the company presents today.
IN 1994, KTM EMBARKED ON A GROUNDBREAKING PROJECT THAT WOULD FOREVER CHANGE THE LANDSCAPE OF THE MOTORCYCLE INDUSTRY. THIS PROJECT GAVE BIRTH TO THE KTM NAKED RANGE, A SERIES OF BIKES THAT WOULD COME TO WEAR THE DUKE NAMEPLATE – DEFINE THE SEGMENT WITH THEIR STRIPPED-BACK DESIGN, SPINE-TINGLING PERFORMANCE, AND UNMISTAKABLE STYLE.
1994 - 1998
The KTM 620 DUKE can be attributed to being the rightful forebearer of all KTM road bikes with 4-stroke engines. Almost identical to the 620 LC4 Enduro on which it was based, it was a bare-back machine that merged the worlds. Featuring a large 320 mm brake disc up front, 17-inch wheels, road tires, an upside-down fork, and top-class WP Suspension
Components, it set the tone for things to come.
In fact, in a bid to minimize the weight and maximize its performance, the KTM 620 DUKE purposefully only featured a kick-starter system, but boasted a thundering 50 hp, making it the most powerful single-cylinder road bike of the time.
It was instantly recognizable, too, with an aggressive front fairing and ellipsoid twin headlights that made it unmistakable for anything else on the road. It also brought about KTM’s signature bright orange paintwork which would become a unique feature on all DUKE generations to date.
We built the bike that we wanted to ride!“
Philipp Habsburg
DUKE II
1999 - 2006
Building on the success of the original DUKE, KTM launched the DUKE II in 1999. While the DUKE I cannot deny its origins in the Enduro camp, the second generation, called the KTM 640 DUKE, left little doubt as to its intended use –a hardcore street racer, designed for those who craved adrenaline-fueled blasts on twisty roads.
Introducing black-painted cast wheels instead of the previously used spoked wheels, two silencers underneath the seat, and an all-new „Edge“ design with stacked headlights, the KTM 640 DUKE would be immediately recognized as a KTM DUKE.
It brought about a few technological enhancements too, with an electric starter replacing the kick-start, with a hydraulically actuated clutch, and a revised high-flow cylinder head and larger exhaust valves coming in 2003.
FUELING KTM’S UNSTOPPABLE RIDE TO THE TOP AND BEYOND.
