Still, after the net you hit the dirt and you need power on the ground. We experimented with the holeshot devices, like they have now, but since MXGP has used the metal grid flooring it has been a lot better. What’s your opinion on the holeshot and geometry devices used in MotoGP and how such a high-tech sport is using rudimentary theories developed in MX and mountain-bike? Ten years back we also played around a lot with geometry. We could still trim further but you are only talking about a few grams. All the small parts like nuts, bolts, fasteners are titanium already. Using other material is limited by the rules: we cannot use titanium in the wheels axles, for example. If we could find two kilos then it would be nice because then we’d be near the limit again. In the sand races the tank capacity needs to be bigger and certain riders, like Jeffrey, use more fuel compared to Tony. The bikes are faster, the guys get faster, the jumps get bigger and a couple of years ago we had trouble with wheels and that’s where it starts: you reinforce stuff, reinforce trains and other components. Just how different is the motorcycle that Tony Cairoli, Jeffrey Herlings and Jorge Prado steer in Grand Prix compared to the production version found gleaming on a dealer showroom floor? We decided to ask Team Technical Co-ordinator Dirk Gruebel for the lesser known details.ĭo the works KTMs hit the minimum MXGP weight limit of 99kg (with operational fluids)? No, to be honest we are far away from it. Since 2010 factory KTMs have claimed seven premier class FIM Motocross World Championships five with the 350 SX-F and two with the 450 (the bike was also used to win four AMA 450 SX supercross crowns in the same period).
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