ktm

                                                                         

Motorcycles production

After the Second World War, Trunkenpolz started thinking about producing its own motorcycles, a a first prototype was finished in 1953. Serial production started in 1954, almost all of the components being produced in house, with the notable exception of engines, made most often by company Rotax. With just 20 employees, motorcycles were built at the rate of three per day.

In 1955, a businessman Ernst Kronreif became shareholder of the company, on acquiring a sizable portion of the company. It was then renamed Kronreif & Trunkenpolz Mattighofen.

KTM's first moped, called Mecky was launched in 1957, followed by Ponny I in 1960 and Ponny II in 1962, and the decade saw the beginning of the bicycle production. Beside, KTM was also able to produced motorcycles for the racing industry.

Kronreif died in 1960 and Trunkenpolz two years later, of a heart attack. Company name was changed back to Krafträder Trunkenpolz Mattighofen with his son Erich taking managing the company until his death (1989). At that time, KTM had about 180 employee and a turnover that would represent €3,5 Millions.

In 1978, US subsidiary KTM North America Inc. was founded in Lorain, Ohio. International business amounted then to 72% of the company turnover.

In 1980, it was renamed KTM Motor-Fahrzeugbau KG.

                                                                       
                                                    KTM RC-8R

KTM began in motorsports with Motocross Racing. In the last few years KTM has gained more success in motorsports by dominating rally-raid events such as the Paris-Dakar Rallyand the Atlas-Rally. In 2003, KTM started sponsoring and supporting Road racing in various capacities, with the most successful results stemming from their Supermotard or Supermotoefforts. KTM's new road racing focus will soon grow to include Superbike competition with the help of their newly developed V-Twin engine dubbed the LC8 as employed in the 950 Adventure dual-sport motorcycle, and more specifically the 2005/2006 990 Super Duke followed by the superbike contender known as the 1190 RC8. The Super Duke will have a higher output, second generation version of the LC8 engine, geared for high rpm peak power as required in road racing and superstreet applications while the RC8 will sport a 1,190 cc version of the LC8 for more midrange.

                                             

SUPER DUKE

KTM's first true road sportbike, the KTM 990 Super Duke, had all who rode it gushing about gentle, giant V-twin drive, the chassis' unparalleled agility and a package that showed up much of the competition as lacking in focus and hardcore rider appeal.

Some grumbled about the bike's poor range; those ballsy with the fuel light and limp with the throttle could see 160 kilometers between fill-ups but a yellow light a less than 130 kilometers was the norm. Other tutted when the bars began a subtle but insistent weave above 160 km/h. So you fix the flaws without messing with the bike's essential rightness.

You fit a bigger fuel tank, up 3.5 liters to 18.5, and tweak the chassis geometry to kill the weave. While the bike's in R&D why not also extend the engine's rev limit by 500rpm, smooth and strengthen the engine's pull with a combination of revised fuel injection mapping and a smaller front sprocket, fit a prettier front cowl with new clocks and bolt on some exquisite radial, 4-piston/4-pad Brembo front brake calipers.

The result is a marked improvement on what was already a stunning bike. While individual elements have been brought on, the KTM 990 Super Duke's beautiful balance remains. This is the KTM 990 Super Duke riding experience in High Definition. The revised chassis an suspension retain that blend of playful maneuverability and peerless poise but iron-out the nervousness. The brakes are fantastic, with a subtle take-up that grows to brick-wall within a couple of millimeters of level travel.

But the engine remains the star. Light and compact, it lets the rest of the bike shine until its time comes, with a return to a positive throttle mid-corner.