Mergi la conţinut

KTM Blog

  • postări
  • comentarii
  • vizualizări

5 things you might not have known about tires & MXGP


171 vizualizări


5 things you might not have known about tires & MXGP

Posted in Bikes, Racing

Italian brand Pirelli is dominant in the FIM Motocross World Championship with almost 70 titles in all categories. How and why are they so successful and what goes into their MXGP program? We asked the official supplier to the Red Bull KTM Factory Racing Team …


KTM 450 SX-F 2018 © Ray Archer

1. Yes, tires are still important in motocross

Pirelli’s MX Race Service Manager, Roberto Pasquale Sanzone, has been working for the company for twenty years and through various racing disciplines in both cars and bikes. For the last five he has been in charge of motocross and has headed the introduction of the new ‘MX Soft’ product into MXGP; seemingly the tire of choice for most of the Red Bull KTM crew. The Austrian factory team is a high-profile sect of the twenty riders Pirelli have in the FIM Motocross World Championship and thanks to this alliance have banked a wealth of victories, podiums and titles since the beginning of the decade.

In MotoGPTM Michelin’s efforts form the foundation of every single Grand Prix. The performance of the slick or rain tires is crucial to the sport and even the integrity of the series: in more ways than one the tires are the ‘root’ of the racing.


Glenn Coldenhoff (NED, #259), Tony Cairoli (ITA, #222) & Jeffrey Herlings (NED, #84) Trentino (ITA) 2018 © Ray Archer

The diversity of terrain and the climate conditions on any given day in MXGP means that grip and traction is paramount but scrutiny of the rubber is not so pronounced. While road racing requires compounds that will function under severe temperatures, weight and abrasion – a terrific amount of force – motocross is almost the same but in a different way: the unrelenting rough ground, the energy on the tread pattern and the hard landings from big jumps. Not to mention necessary efficiency in arguably the most important element of a Grand Prix moto; the start from the metal gate grill.

“The start is the main point in this championship and for the last two years when we have been using the metal grid,” says Pasquale. “Grip and traction is obviously something that every rider wants and we work towards. A strong point for Pirelli in this series is in having all those official riders and we can learn from every single guy. We can get a good average feeling for what a rider and racer will need.”


Agueda (POR) 2018 © Ray Archer

Pirelli and other brands like Dunlop use MXGP extensively as a test-bed for their products. Grand Prix can visit a sandy circuit one week, hard-pack the next, heavy mud and dusty and stony surfaces. The likes of Tony Cairoli and Jeffrey Herlings are also pushing their technical packages to the max. “We listen to all the feedback but finally we also look at the race tire choice,” comments Pasquale. “If the top riders are using the same tire every race and they are winning, setting the best lap-time and taking holeshots then we know that tire can perform! Sometimes the fastest rider can make a wrong decision but ten others might make the right one.”

2. Pirelli have a busy race service at every Grand Prix

The yellow truck is one of the more prominent in the technical supplier section of the paddock. Pirelli’s tire crew is working constantly with teams and mechanics to ensure Grand Prix wheels are correctly fitted and prepped. “We bring about 300-400 tires each race, it depends on the track,” Pasquale says of the racks and racks of black ‘circles’ neatly positioned inside the facility. “We’ll use one race service truck with a crew of 3-4 people. We have to be ready for every possibility and weather condition as well as any rider request, so we bring more or less our whole range.”

“The crew works a lot at the circuit,” he adds. “Every rider likes a different setup such as a different mousse or they have a different method to work, like starting a race with a used tire. Some need a new tire with every gatedrop. It depends on the mentality of the rider but in terms of performance a new or used tire is exactly the same. The mousse is a personal choice and it depends on the condition of the track and the weather. Sometimes we use a mousse that you can consider has 0.8 bar of pressure, sometimes the same rider at the same track will want a 1.3, very different. We try to follow every type of request.”

The nature of the Grand Prix determines how much of the truck contents are used before heading back to the factory. “It depends,” Pasquale says. “If we come from a sand race where the wear is not so high and go to hard-pack like Arco di Trento that is far tougher on the tires. Sometimes we can use 2-300 per GP.”


Agueda (POR) 2018 © Ray Archer

3. Testing doesn’t happen as much as you think

Pasquale emphasizes that “development never stops” but when it comes to testing and analyzing new tires very little happens during the races, infrequently during the year and then only when Pirelli are sure they have a concept that will work.

“We prefer not to change the tire because of some idea that comes up at the weekend,” Pasquale states. “If there is a theory then we prefer to share and discuss back at the company and workshop and we make a clear decision for everybody. We don’t like to experiment much at the races but when we go testing that is another thing and we can try any kind of specification and can invent something.”

One luxury motocross enjoys compared to every other closed-circuit motorcycle sport is the frequency that riders can train and practice with the same machinery. This means that a large chunk of Pirelli’s work and information collection happens away from the pressure and spotlight of a Grand Prix track. Pasquale: “The riders are training almost every day so they can try the tires whenever. So new tires can come around at any time in the year, not necessarily January or December.”

For most people a motocross tire will seem and feel very similar. “If you look at the MX mid-soft 32 it looks the same as a tire that has been used for thirty years!” Pasquale smiles. “But the compound, construction and everything is so different: we are now on a really good level.” This is where the delicate skills and feeling of MXGP professionals comes in handy. “Good sensitivity is not a common trait. From a performance point of view the new MX Soft is not even comparable to the previous tire. We introduced it last year at the Grand Prix of Belgium. Not everybody used it then because it was so new but only after a few weeks and at Assen for the Dutch GP everyone had it.”


Jorge Prado (ESP) KTM 250 SX-F Agueda (POR) 2018 © Ray Archer

Grand Prix riders: a special breed. Which leads us into …

4. Riders don’t like to embrace too much change

Although Pirelli will not swamp a factory rider with a myriad of options – the tire range only has around seven-eight models, some specific to particular terrain – the athletes themselves are not too picky anyway, according to Pasquale. “The riders use the tires and are not too fussy or wasteful. They are professional in this respect and I’m really grateful for that because the level they are pushing is very high and hard.”

“We also think a rider doesn’t really want to change something he knows. Occasionally it can be hard for us to convince them to try a new product because they are so familiar with the old … this is something strange in motocross.”

Tires might not be as crucial to race setup as say suspension, gearing or engine mapping but it is still an essential component. Therefore, it is normal that a satisfied racer will not seek a change that could swing either way in terms of effectiveness. “They usually stick with the same tires. Of course, there might be one rider in the team who has his own ideas but generally they are consistent. I’m really happy in one way because the KTM guys have really embraced our new products – they have that trust in us – and the MX Soft has been popular. That tire is partially a result of the work we have done with them.”

Pirelli’s work is not only carried out with the likes of Cairoli, Herlings, Coldenhoff, Jonass and Prado. “We like to test with all of our riders, sometimes some ‘unofficial’ riders and then also some test riders,” Pasquale reveals. “We use as many types of bike and rider as possible for the test. We don’t want a tire for one specific brand or type of bike.”


Pauls Jonass (LAT) KTM 250 SX-F Trentino (ITA) 2018 © Ray Archer

5. There is no such thing as a ‘special’ MX tire. You can use the same as the MXGP stars.

A works KTM 450 SX-F or KTM 250 SX-F might have unique parts and components that the normal rider or KTM fan will never be able to use or buy. In contrast Pirelli’s ‘universal’ approach to their product means a ‘special’ provision for MXGP riders is highly unusual. They will hardly ever hand-cut a tread for a rider. “We have very few ‘special’ tires but when we do we develop it to a point where it will be in the following year’s range to buy: this is our philosophy,” says Pasquale. “We don’t follow one rider we follow the group. We make a product that many will want to use and will easily suit people.”

“Our target is to develop tires that we can sell and not just for racing,” he adds. “Sometimes it is difficult for people to believe the same tire we use in a Grand Prix of the world championship is the same you can buy at a dealer and take home … but it is like this.”

Photos: Ray Archer
Video: Luca Piffaretti


0 comentarii

Recommended Comments

Nu există comentarii.

Creează un cont sau autentifică-te pentru a comenta

Trebuie să fii membru pentru a putea lăsa comentarii

Creează un cont

Înregistrează-te în comunitate. Este uşor!



Ești deja membru? Autentifică-te aici.


  • Conținut Similar

    • De Dementor
      When everyone was expecting KTM to unveil the KTM 1290 SUPER DUKE R prototype, the leading European motorcycle manufacturer surprised the world by pulling the covers off the production version of the 2020 KTM 1290 SUPER DUKE R at EICMA 2019. With no one seeing the KTM 1290 SUPER DUKE R prototype in the flesh, 10 orange blooded fans had the unique opportunity to get face to face with THE BEAST prototype.
      The week prior to EICMA, KTM ran a social media competition asking fans to comment with a picture with them and their DUKE. KTM social media platforms were flooded with an overwhelming number of interest and many great images being shared.  
      Five lucky winners and an orange bleeder friend were invited to fly to Austria and were given the opportunity to be the first to get face to face with THE BEAST prototype.
      Saturday 16 November saw 10 anticipated DUKE fans arrive at the home of KTM at the KTM Motohall. Cameras where ready and anxious faces walked into the private viewing room known as the RC16 arena, where they were welcomed by two BEASTS lurking and ready to pounce on center stage!
      A high intensity READY TO RACE video captivated everyone’s attention and then the moment of reveal saw jaw-dropping action with the ready cameras rolling frantically. 
      After an in-depth run-through of some of the many changes and benefits from the KTM team, the lucky few had the opportunity to sit, touch and make use of this time to ask any in-depth questions they had.
      The hardest task was to pull the winners away from THE BEAST. Once all was in focus and drool was wiped away, the participants could proceed to take a guided tour of the KTM Motohall, where special attention was given on the 25 years of DUKE and the progression of the range. 
      Gift bags were handed out with a custom-made t-Shirt and even a signed knee slider from Red Bull KTM Factory Racing star Pol Espargaro. It wasn’t long and each winner had their shirt on and ready to pose with THE BEAST!
      The evening was concluded with a team dinner at The Garage Restaurant, here the lucky 10 got to enjoy some of the best Austrian cuisines in true KTM style. Surrounded by KTM memorabilia from yesteryears and even a KTM RC16 hanging from the wall made this the perfect setting to end the night.
      Sunday morning saw all SNEAK PEEK winners streaming through the KTM Motohall door to get a second tour done before the live viewing of the final round at Valencia of the MotoGP™ season.
      With KTM flag and cap in hand, our winners cheered on Red Bull KTM Ajo racer Brad Binder to his third victory in a row in the Moto2 class and Red Bull KTM Factory Racing’s Pol Espargaro achieved a top 10 in the premier class onboard his KTM RC16 machine.
      “First of all, thank you for this weekend and this opportunity you offered me,” commented Quentin Harroch.“The visit to the KTM Motohall was just exceptional. And to be among the first to see THE BEAST prototype was just out of the ordinary. It was just a magical weekend! Well, of course, it makes me love the KTM brand even more than it already did! I can’t wait to order my new KTM 1290 SUPER DUKE R.”

      “It was just an amazing weekend for us! The welcome that we received and all little attention to details … everything was great!” commented Yohann Girard. “I can’t thank KTM enough for the privilege to be the first to see the KTM 1290 SUPER DUKE R Prototype, and this at the home of KTM in the KTM Motohall.”
      With smiles and many memorable memories made we send our winners on their way. 
      Photos: @lissimorephoto / KTM 
    • De Dementor
      Heinz Kinigadner is passionate about motorsport. A two-time Motocross World Champion, the former Austrian racer has played a pivotal role in the development of KTM’s highly successful rally project, which has enjoyed 18 consecutive wins at one of the most notoriously difficult races on the planet – the Dakar Rally. ‘Kini’ is well-known for his involvement with KTM Motorsports, as well as important charitable initiatives such as ‘Wings for Life’. Kini also enjoys passing on the possibilities for riding and exploring incredible places onto KTM’s customers with the OASIS Rally, which has been running since the 1990s.
      On a very rainy, wet day at the Motocross of Nations, we caught up with Kini (who was there supporting KTM’s racers and the Austrian team) to talk dirt biking, rally riding and to explain about a special opportunity for KTM Adventure riders at the Oasis Rally.
      “First of all, I have a passion for motorcycles in general, motorsport in general, but still for me motocross is my real sport.” Kini began.
      “Rally and enduro are all part of the adventure. It’s something you can do for the rest of your life because motocross can be limited on a high level (when it comes to the body). I started doing the long-distance rallies in the beginning of the 90s – I did a championship in Spain, and later on I started doing some smaller rallies in Northern Africa.”
      “When I was doing the Motocross World Championship these guys doing enduro or rally, they were seen as the ones who couldn’t really do motocross. For us it wasn’t interesting (laughs), but then if you have been once in Northern Africa in the Sahara Desert, it’s difficult to explain to somebody who has never been there how amazing it is. Especially to someone like me; a Tirolian who is used to high mountains and small valleys, the endless desert where you can go as far as you have fuel to take you is just immense. If you’ve done it once, you’ll always want to go back,” said Kinigadner.
      Kini won two world motocross titles in the 1980’s and took part in his first Dakar, which took a route from Paris, France to Cape Town, South Africa, in 1992. The Austrian racer completed around six days of the near two-week long race, when unfortunately his bike broke – “it wasn’t a KTM,” Kini laughs when recalling the experience. Despite his previous concept of what rally racing was all about, Kinigadner soon realized that the media attention for the Dakar was not comparable to motocross, as the global interest was simply huge – people wanted to know about the areas traveled, they wanted to see the incredible images that were received from these races and that’s when Kini began pushing for KTM to go to the big rallies. He knew it would bring a lot of global exposure. Kini explained that over the years rally has changed a lot – but the interest remains. Now the sporting side of Dakar is really competitive – with riders racing down to the minutes. It’s taken seriously, the athletes are on a high level, although with the incredible locations the world continues to watch and marvel at what is reported from these extraordinary events.
      “In 1994 I prepared the first KTM team for Dakar. It was a real, real adventure. Now, the Dakar is much more a racing sport than in my time – when I raced we had no GPS, it was incredibly difficult to navigate. We had to start in Libya and I had to start first because I won the prologue. There was 100km where the roadbook said follow compass direction 180 and then you will find a few trees in the middle of the desert. I arrived there and I found no trees. The problem was when you opened the throttle on the bike the compass was turning around and being a few km left or right was quite easy. Then I started to search for the right place and I easily covered 20km more – I knew I would run out of fuel if I didn’t find the correct place soon. It was completely different compared to today; they are really fighting for the seconds and minutes. Whereas before gaining or losing an hour in a day was normal,” explained Kinigadner.

      “Today riding and driving in normal life and racing has become more and more driven by electronics, in fact maybe one day there is more autonomous riding, but I believe there is still a lot of room for adventure. I believe the wish of the human is for us to want to do something by ourselves and it won’t change when it comes to going on an adventure. In fact, we have known this for a long time and in the middle of the 90’s we began a rally in Northern Africa – the Oasis rally, which is a rally for beginners,” said Kinigadner
      “It doesn’t matter how fit you are, it doesn’t matter if it’s your first rally, or your first time in Africa – we try to make it so that everyone has fun there. It makes rally riding accessible, so KTM customers get to feel the experience of rally. The difference to other rally events is that if you’re not fit enough to ride every day, then you can ride every second day. We are there with spare parts, we usually have a KTM Factory racer with us talking about their experiences, we have medical cover and we have trackers there so we can ensure everyone’s safety. It’s a great opportunity for those with Adventure bikes to ride in a rally situation, but still with a comfortable safety net around them.”

      Kinigadner explains that the idea is for KTM customers can bring their bike – such as a KTM EXC or one of the new KTM 790 Adventure R – to take part in this exceptional experience. They can bring their bike to Kinigadner’s dealership in Tyrol, Austria, and everything is handled from there (some European dealers are willing to organize bike shipment, and support is available from the organizers for groups to ship their bikes together to Tyrol). The bikes are then transported to the Island of Djerba, Tunisia and the riders are fully accommodated from arrival – staying in the desert, in comfortable hotels where everything is included.
      “Where we are based you can go 1500km and that’s just in the desert. However, if you’d prefer to stay within viewing distance of the hotel, then you can go and play for hours in the dunes. It’s very adaptable to a rider’s experience – if you have a technical problem, or an issue, then in 20 minutes you can walk back to the hotel. Each day we create a roadbook – it’s around 150km per day and we’ve spent a lot of time creating something that people will enjoy. If somebody doesn’t want to do the roadbook, they don’t have to do it. We have an opening up vehicle and a following vehicle each day – so a rider can follow the group with the follow-up vehicle and we also plan some exits from the route so if they’ve had enough, they can head back to the hotel. It’s about enjoying the experience and doing as much or as little as you like,” said Kini.
      “At the next OASIS Rally we’ll also run a twin-cylinder guided tour. In Tunisia there’s a lot of interesting places like where they filmed Star Wars and we will visit them on the guided tour. They have more distance to travel than the other group, maybe around 160km, but there are some asphalt roads included as well. We try to combine the groups as much as possible – single cylinders are using the roadbook and the others are guided. They will see some incredible things, and they can truly enjoy their KTM Adventure bikes in the perfect surroundings for the bike.”
      For more information visit:
    • De Dementor
      Locate those lesser-known roads outside the city and let the KTM 390 ADVENTURE take care of the rest. Built to satisfy your restless spirit, this versatile single-cylinder travel-enduro machine has a sporty attitude that is ideally demonstrated in the action highlight clip accompanying its recent launch.
      Combining the DNA from the popular KTM 790 ADVENTURE and combining it with development feedback collected from nearly two decades of Dakar Rally success, the all-new KTM 390 ADVENTURE is an accessible motorcycle that offers added versatility for touring and light offroading.
      .embed-container { position: relative; padding-bottom: 56.25%; h: 0; overflow: hidden; max-w: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; w: 100%; h: 100%; } [embedded content]
      Using elements of the KTM 390 DUKE as a base, the KTM 390 ADVENTURE offers proximity to the feeling and performance found at the root of the all-conquering KTM 450 RALLY but with crucial A2 license compatibility and current Euro emissions standards as part of the package.
      The smaller displacement, light weight, narrow and agile chassis and host of electronic rider aids mean the KTM 390 ADVENTURE is the ideal enticement for riders keen to fit motorcycle adventuring into their daily life and those eager to explore the easy roads away from the asphalt.
      The KTM 390 ADVENTURE is a reference-setting multi-use motorcycle that will deliver a comfortable and effective commute on a weekday but will also be a fun and appealing attraction for the weekends when riders fancy a less-travelled route.
      Images: Kiska

    • De Dementor
      The race to produce high performance, efficient and safe motorcycles pushes manufacturers to employ new technologies from industries such as motorsport and aerospace, as well as developing state of the art electrical systems to improve a rider’s performance and comfort.
      The KTM Blog takes a look at some of those used by the Austrian manufacturer and breaks down the technical jargon behind them.
      Imagine the scene… passenger on the back, fully loaded with luggage, wet winter gloves, adverse camber, then you have to stop on a hill while you wait to pull out onto the next road. This can be a stressful for most riders. Trying not to roll back, keep a solid footing and eventually pull off without stalling can be a real balancing act.
      So, put simply, HHC is an electronic function that allows you to keep a solid footing by holding your bike stationary whilst on a hill, leaving you free to place both feet down and use the throttle without the awkward one finger on the brake lever too. When active, HHC uses the bike’s in-built sensors to detect incline, speed and use of brakes, then when needed automatically takes over the braking aspect of the controls until you are ready to pull away again. The rear brake is held on by the ABS system.
      Traction control is a feature most are familiar with. Open the throttle too much or too early then the rear wheel will start to spin faster than the front, causing the bike to lose traction. Sensors detect the differences in speeds and warn the bikes ECU which then slows electronic fuel injection and power output to bring them back inline. So how does this relate to MOTOR SLIP REGULATION? Well, because it is the complete opposite process.
      V-twin engines are known for their relatively high engine braking which under rapid downshifts or when abruptly closing or chopping the throttle can cause a difference of speed between the motor and the rear wheel. This creates a torque feedback, a set of opposing forces. The tire brakes traction with the surface and hops in the air momentarily potentially causing instability. A rider may describe this sensation as rear wheel “chattering”. A slipper clutch like the PASC system used on LC8 models alleviates most torque feedback, but on slippery surfaces MSR comes into action. The system opens the throttle slightly for the rider to bring the engine speed up to that required to equal the forces of the rear wheel, preventing any chatter and maintaining constant contact with the road. Any difference in wheel speeds is therefore avoided keeping the bike stable, and rider safe.
      Engineers in the KTM R&D department face a difficult set of challenges daily. Develop engines with superior performance, with service lives and maintenance durations that improve cost of ownership, all whilst meeting the demands of hened environmental awareness and legislation. This pushes them to analyze every aspect of efficiency inside a KTM’s beating heart, and there’s one force that cannot be avoided in a complex system of moving parts: friction. Friction losses in a vehicle can amount to 10 to 15% of an engine’s output so selection of the optimal materials is essential.
      One solution is DLC coating, a technology used originally in helicopter transmissions and the pinnacles of motorsport. DLC stands for Diamond Like Carbon, it is a material coating that achieves properties of two other carbon-based materials, diamond and graphite. This makes it one of the toughest material coatings available today. Carbon molecules are applied as a film to metal parts replicating the structure of these materials. Diamond is extremely hard, and graphite is known for its low friction, so it is ideal for parts moving at high speeds in contact with one another, like the surface of the cam finger followers in an LC8’s valvetrain.
      So why does this quickshifter deserve a plus? And how does it really work? A quickshifter is a device for clutchless gear shifts. An aftermarket kit is composed of a module that interferes with either the electronic fuel injection or ignition systems and a sensor built into the shift rod that detects pressure when shifting. When activated the device will slow down or cut off either system for a set time, reducing power and load on the transmission while the gear is engaged. Typically, as the devices are designed for racing, they are calibrated only for aggressive shifts at high RPMs.
      Now this is where the KTM QUICKSHIFTER+ differs. Rather than building a sensor into the shift rod, two sensors are utilized inside the transmission itself – one on the selector shaft and the gear position sensor mounted on the shift drum. The benefit of this is accuracy and flexibility. The system can detect direction of change (up or down), when to interrupt fuel injection and slow ignition timing, which gear is being engaged and when to reinstate fuel supply. It can also open the throttle valve to speed up the engine, this achieves slick down changes, removing the need manually “blip” the throttle. So, for the KTM rider it certainly is a plus because it all equates to clutchless shifts, up and down the box, that responds to their riding – so the shift action is fast when needed, but buttery smooth at half-throttle.
      IMAGES :  KTM
    • De Dementor
      The KTM Blog brings you a quick run-down of KTM’s 2020 Supercross line-up along with some of the pictures from the official team introduction, which took place just over one week ago at the ‘RD Field’ test track facility close to KTM North America’s base in Murrieta, California.
      Cooper Webb @SimonCudby
      It’s officially the ‘off-season’ in US Motocross and Supercross racing terms, after an exhilarating year of competition for KTM’s athletes. The few weeks between the final event of 2019 and the start of Anaheim 1 on January 4th, 2020 will surely fly-by as KTM’s Factory and KTM supported teams prepare for their assault on the 17-round Supercross campaign in what is known as one of the most intense dirt bike competitions in the world.
      Cooper Webb / Ian Harrison / Marvin Musquin @SimonCudby
      Headlining KTM’s premier factory effort is the Red Bull KTM Factory Racing duo of Cooper Webb and Marvin Musquin, who are both set to contest the 2020 AMA Supercross and Pro Motocross Championships. Webb will be aiming to defend his 450SX Supercross championship crown in the new year and was pleased to reveal the number one on his KTM 450 SX-F FACTORY EDITION machine to the press at the recent media event where he took to the track to showcase the new Red Bull KTM livery aboard his Factory machine. French-racer Musquin, who recently signed a further two-year agreement with KTM, is currently recovering from an injury but is looking forward to being fully ready for the new season in the Red Bull KTM Factory Racing outfit, which is led by Team Manager, Ian Harrison.
      Brian Moreau / Brandon Hartranft / Tyler Keefe / Derek Drake / Pierce Brown @SimonCudby
      Troy Lee Designs/Red Bull/KTM was presented once again as the official KTM 250 Factory Team and this exciting squad features a brand-new line-up of young, talented riders -Brandon Hartranft, Brian Moreau, Derek Drake and Pierce Brown. The team was created by high-adrenaline sports design mastermind Troy Lee and continues to be overseen by Team Manager Tyler Keefe. The 250 squad has close KTM relations with the goal of achieving the ultimate success in 250cc competition whilst helping the riders extract their potential.
      Forrester Butler / Justin Bogle / Blake Baggett / Michael Byrne @SimonCudby
      The Rocky Mountain ATV/MC – WPS – KTM team will field two riders in the 450cc division in 2020 for both AMA Supercross and Pro Motocross. Michael Byrne will continue to lead the team as manager along with Team Owner Forrester Butler, who has many years of experience in the industry. Riders Blake Baggett and Justin Bogle will look to build on the team’s first wins in the 450SX and 450MX classes this season (clinched by Baggett) with the KTM 450 SX-F FACTORY EDITION.
      It’s an exciting new line-up for KTM – we can’t wait for Supercross to start!
      Image: Simon Cudby