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Dementor KTM Track Days

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Dementor

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Dementor KTM Track Days Serres

În weekendul 23-24 octombrie peste 20 de împătimiți ai asfaltului s-au convins, pe circuitul de la Serres, de performanțele gamei KTM. Pentru a fi testate de piloții români în condiții de circuit (nivel începător), Dementor a dus în Grecia atât modele din gama SuperBike cât și din gama Naked și Supermoto, vedeta sesiunii de teste fiind KTM RC8 Red Bull Replica.

 

KTM RC8, KTM 990 SuperDuke, KTM 990 SuperDuke R, KTM 690 Duke, KTM 690 Duke R, KTM 950 SMR, KTM 690 SMC, KTM 690 SMR, KTM 450 SMR și KTM 530 EXC cu kit pentru Supermoto sunt modelele care au completat lista motocicletelor aduse pe circuitul de la Serres pentru a fi testate. Dementor KTM Track Days a fost un bun prilej pentru ca românii, care concurează în ROSBK și clienți KTM care sunt fideli gamei de off-road să se familiarizeze cu gama on-road a constructorului austriac. Printre cei care au urcat în șaua lui KTM RC8 Red Bull Replica, un Superbike creat după filozofia ”Ready to Race”, s-au numărat Ionel Pascotă (câștigător al titlului Alpe Adria, multiplu campion balcanic de SuperBike și SuperSport, câștigător al ROSBK clasa SuperSport) și Ionuț Mistode ( câștigător al ROSBK clasa SuperBike și primul pilot român care va concura în Campionatul Mondial de Anduranță).

Ionuț Mistode: ”Am rămas surprins în mod plăcut de cât de manevrabil și stabil este KTM RC8 Red Bull Replica în viraje. Este o motocicletă care te ajută mult pe un astfel de circuit și faptul că am putut să mergem cu ea exact pe același traseu pe care concurăm în ROSBK a contat foarte mult, sper să am ocazia să o pilotez și pe alte circuite”.

Dan Tatoiu (Dementor KTM): ”Ne-am implicat într-un astfel de eveniment din dorința de a aduce cât mai aproape de potențialii noștri clienți motocicletele din gama on-road. KTM RC8 Red Bull Replica este o motocicletă care stă bine pe viraje și m-a surprins încă din primul tur cu manevrabilitatea sa, cea mai bună soluție pentru un test cu o astfel de motocicletă fiind câteva tururi de pistă.Vom continua să susținem evenimente din ROSBK și sezonul viitor, când pe piața din România va fi disponibil și noul naked KTM, 125 Duke”.

 

Fotografii de la Dementor KTM Track Days - Serres gasiți accesând: galeria foto

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      With almost two decades invested into Motocross Baker has developed a passion for what he does and the sport itself. He clearly has a path and objectives set for his professional life and development but what moves a man with so much success and such a potent reputation to keep on striving. “I think everyone at this level has talent and ability but helping them to really reach their goals is the fulfilment for me,” he defines. “If a guy retires under his terms and has done enough and won enough and reached his goals then that’s a real achievement.”
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      Photos: Ray Archer | Simon Cudby
    • De Dementor
      His last road to Dakar #4: “I’m glad to have been a part of this Rally Dakar”
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      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      First of all, congratulations! You’ve made it to the finish line, coming 41st. You have to be proud, right?
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      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      The bike made it out unscathed, but we can’t really say that about you physically, can we?
      “Yeah, for me Dakar is far from over. The aftershocks are coming through in waves, because I’m suffering from a nasty neck injury still. On stage 11 I had a spill taking on a fast dune. At the bottom it flattened out quickly and I had a knoll of camel grass. You come across thousands of those in the desert and normally they’re quite soft. This one wasn’t. As my rear wheel hit it, I went off. I’ve got a nice mark from my front wheel across my helmet, so I guess I should be lucky it didn’t hit me square in the face. I wasn’t even going too fast when it happened, but it was still quite a hard hit. It immediately took me back to my entry last year, when a relatively small crash caused me to withdraw from the race. I got up right away and felt my neck had taken the brunt of it. Plus I was quite dizzy, too. And I had landed on my back as well, something I found out as the contents of my camel back was dripping down my pants. I had only done around fifty kilometers of the stage, so now I was going to have to finish the stage without water. I managed to bargain a bottle of water off a couple of locals, but that meant I had to stop every time I needed to rehydrate. Every single chance I got to get myself a drink, I took. Stopping at the roadside wasn’t my concern at this point; I was more worried about possible broken bones. After I did my own physical check-up, it turned out all was well on that front. Think about it, having to withdraw with only a few days left because you took a slight tumble and broke your collarbone. Anyway, I had hoped my neck would start to get a bit less sore as the days went by. Unfortunately, that really wasn’t the case. It only got worse in fact, so I stocked up on quite a bit of painkillers and got on with it. On the second to last day I woke up and could barely lift my head up. That is not good, I thought. That rally shouldn’t have lasted for much longer, because I don’t think I would have been able to keep going for much longer.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      You’ve been home for a week now. How’s the pain in the neck going?
      “Not too good, unfortunately, and I don’t even know what’s exactly going on in there. I’ve had appointments at a chiropractor and had X-rays made as well. No fractures, luckily, but no clear image of what’s exactly wrong with my neck at this point. I’ve got an MRI planned for tomorrow, so by then I hope to know more. Looks like a pinched nerve, because I’ve got a tingling sensation in my forearm. All I know now is, things are not as they should be. It’s driving me crazy to be fair, certainly because it was the smallest of spills.”
      Back to the rally. All contestants agreed this was a big one. Would you say it was tough?
      “Definitely. I’ve faced hardship before, like when I first rode the Malle Moto class, but this was one technical rally. In Malle Moto you get it doubly bad, because it’s all up to you. That alone takes thirty to forty percent of your energy during the rally. I reckon this year’s winner, Olivier Pain, would certainly concur. He used to be a works rider, so top ten finishes are a regularity. This time around he had to give it his all just to make it within spitting distance of the top 25 that says a lot to me. I spoke to him a couple of times during the rally, and he told me he really enjoyed experiencing the rally this way. His eyes, however, told a different story; this to him was a one-off. You won’t be seeing him back in Malle Moto, no way! It’s a different game altogether Malle Moto, and completely different from what he’s used to. Top tier riders start every day fresh, only suffering from the rally stages themselves. As a Malle Moto rider you come out of a stage, only to have to piece your bike back together until around midnight. And then you have to get back up at four in the morning. That takes a toll, especially when you’re expected to give it your all again the next day. Malle Moto really just wrecks you.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      Which stages or areas will stay with you the most; what made the biggest impression?
      “I took on the challenge one more time because the organizers had taken Peru back into the rally. That country has the most beautiful dunes, as the organizers promised us. It all came together. It was daunting, but beautiful. That shows the effect a man like Marc Coma (Director of Sport at organizer ASO) has on the rally. Last year he showed it here and there, but now he really put things back on the map. As a former entrant and winner, he knows how to make the rally as grueling as it should be. Every single time you think things couldn’t get harder, they take it one step beyond. Take the second to last stage for instance. You can all but see the finish line, only to face off on the longest day of the lot. Marc Coma kicks you out of bed and on the bike at 5.30 am, onto a stage that won’t see you back in the bivouac until nine in the afternoon, just before sunset. Just ride from sunrise until sunset. I can tell you, that made me long for the finish even more.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      In 2016 you took home the Malle Moto title and this year you had high hopes to reclaim it, only to finish fourth in the end. That has to bum you out, doesn’t it?
      “I was sort of expecting to be at least on the podium, yes. Not sure if it all just came down to Olivier Pain being so fast, but in the end that’s not what it’s all about in the Rally Dakar. By the third stage I had to help out my friend Kees Koolen, because his quad bike had broken its chain. I couldn’t just leave Kees by the side of the road, so that cost me half an hour to about 45 minutes. Over an entire Rally Dakar, that’s something you could clean up on, but in the end I didn’t manage to do so. I started to fall behind, and trying to up ground only saw me make more mistakes. Missing a waypoint for instance or having to help yet another fellow rider. In the 2016 rally I had locked in to an upward spiral that was definitely not the case this time around. I had this sort of neutral like feeling about me.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      You rode a self-made bike, based off a KTM 450 EXC-F. How did people respond to that?
      “It hasn’t gone unnoticed, I can tell you that. More than once others sought me out in the bivouac to come and see it. It’s a quite different from the regular rally replica bikes; mine’s built quite a bit lighter. Technically I’ve had no problems, so I’m content about that. The bike stood tall, even though I might’ve been able to go faster on it. I tried to keep my cool, but the bike would not have minded bit more push and shove. I did miss a bit more speed and stability here and there, though my bike was better when it came to handling. Truth be told, I could’ve done a better job on a KTM 450 RALLY REPLICA. My bike is perfect for amateurs who struggle making it into the top fifty. When you lack skill a bit, a lighter bike that handles well really helps. Especially in tough editions like this one. I’m not yet sure about how I’m going forward with the project. I guess I might build a few more but nothing’s set in stone yet.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      You take on a daunting ride through the depths of hell for two weeks, as Malle Moto riders even more so, that has to form an unbreakable bond of friendship among rider, doesn’t it?
      “You make some amazing memories along the way. Not just literally on route, but when you get off the bike the adventure doesn’t stop. One such special moment was when I spent the night with the other two Dutch Malle Moto riders, Hans-Jos Liefhebber and Edwin Straver. In the bivouac at Tupiza we were told stage 9 was canceled, and we were required to ride on through to Salta in Argentina. Just another 500 kilometers to do after a pretty hefty ride on stage that day. We did get underway, but just after crossing the border from Bolivia into Argentina we decided to grab a hotel somewhere. Three guys in one room; it was actually – as we say in Dutch – gezellig. It was fun. After a hot shower we went and found ourselves a pizza place. Unfortunately we didn’t have any clean clothes on us, so there’s the three of us in some random pizzeria in stinking MX-gear; brilliant stuff! I felt just like some tourist. Those are the little extra’s you get from the Dakar. Same goes for meeting Juan Agustin Rojo, a young Argentinian rider who was riding the Malle Moto class for the first time. It’s a very skinny kid who had to really push himself to make it to the end of the race, but in the end he did just that. I spoke to him every night, trying to keep his spirits up and to advise him wherever he might need it. It really showed character how he got on; you can say it was a heroic effort on his part. I really felt like a father figure; like a father and a son taking on the Dakar together. Those are moments that stick by you. They’re a part of what makes the Rally Dakar special. You’ll never ever forget those memories.”
      Jurgen van den Goorbergh (NED) Dakar 2018 © Shakedown Team
      Photos: Shakedown Team
    • De Dementor
      #inthisyear2008: Clear cut – 10 years of the KTM 1190 RC8
      During the past season, the KTM RC16 – the MotoGPTM bike from KTM – has been causing something of a furor amongst the established brands. Almost straight out of the gate it was helping riders to score world championship points and land top 10 spots. And exactly 10 years ago the KTM 1190 RC8, one of KTM’s first superbikes, went into production, causing quite a stir before it even went on sale.
      KTM 1190 RC8 2008 © KTM
      “KTM goes street” – this slogan is a good description of the recent years in KTM’s history. In 2003, KTM made their entry into Grand Prix sport with a 2-stroke 125cc machine. The same year, the “990 RC8” was unveiled at the Tokyo Motor Show. This concept bike demonstrated KTM’s vision of creating the ultimate machine for ambitious street riders. KTM’s desire to position itself in future as a manufacturer of large-capacity street bikes was clear to all. The state-of-the-art LC8 V2 engine would provide the basis for these street bikes.
      Back then, many people struggled to believe it was even possible, and yet it became a reality. The vision of 2003 went into production five years later. In November 2007, KTM CEO Stefan Pierer marked the beginning of a new chapter in KTM’s history at the leading international motorcycle trade fair, the EICMA in Milan, when he unveiled the KTM 1190 RC8 production model. “The KTM 1190 RC8 perfectly embodies the accumulated know-how and the sporting passion of our development team. It also shows that KTM is capable of implementing our chosen product strategy and successfully carrying forward the clear philosophy of our brand in the road segment too,” commented Stefan Pierer at the unveiling of the KTM 1190 RC8 at the Milanese trade show.
      At the heart of the KTM 1190 RC8 lay an entirely new development: a super sporty 2-cylinder engine based on the proven LC8 range. Back then, the engine generated a peak output of 155 hp and a maximum torque of 120 Nm, allowing it to deliver a superior level of performance. A steel tubular trellis frame, the highest quality suspension and brake components, as well as extraordinary technical solutions, such as positioning the exhaust system under the vehicle, made the KTM 1190 RC8, which weighed under 200 kg even with a full tank, a superbike in the truest sense of the word.
      KTM 1190 RC8 2008 © KTM
      KTM also forged its own path when it came to the appearance of the new model. The concept, created by head designer Gerald Kiska, pursued the idea of simply and visually integrating high quality technology into the overall form. The KTM 1190 RC8 is a true KTM with racing in its genes; that much is plain to see. What’s more, the tests conducted by the trade press turned out to be a particularly interesting read. KTM’s foray into high capacity 2-cylinder machines with the first “Made in Austria” superbike had quite clearly been a great success. A sportier, lighter, and more powerful version soon followed in the shape of the KTM 1190 RC8 R. The KTM 1190 RC8 R was an excellent basis for use in different race series.
      If you wanted to get out onto the race track, KTM PowerParts was the place for you – here you could find all kinds of accessories, from tire warmers and brake components to clothing made from carbon, covering all the potential needs of sports and racing riders. And for those looking to increase the performance of their bike on the track, there was no longer any need to go to a tuner – three different KTM performance kits were available straight from the dealers.
      The KTM 1190 RC8 R Club Race Kit, which could be fitted by any dealer in just a few hours, increased the performance by 10 to 180 hp. The Super Stock Kit increased the performance even more, while the Superbike Kit allowed riders to compete in national superbike championships with a good chance of success. The factory racers prepared by Stefan Nebel and Martin Bauer to near-series IDM regulations even managed to produce 190 hp, weighed just 181 kg with a full tank, and achieved a top speed of nearly 300 km/h!
      KTM 1190 RC8 R 2011 © KTM
      But even without tuning, the KTM 1190 RC8 R offered impressive performance: a 287-km/h top speed, acceleration from 0 to100 km/h in 3.2 seconds, and from 0 to 200 km/h in just 8.2 seconds. The KTM 1190 RC8 R even left the top dogs from Bologna in the dust. It was not unreasonable to question whether a 200-hp superbike with the road performance of the KTM 1190 RC8 really belonged on the public roads, which is why there was no successor to the KTM 1190 RC8. Nevertheless, the KTM 1190 RC8 still fascinates people ten years later. The ultra-sharp Kiska design, the handlebars, footpegs, levers, and even the rear part and the chassis are all adjustable. The frame and swingarm are tiny works of art and even the weld seams are a feast for the eyes.
      It leaves you with fond memories of a great bike. Extraordinary, trend-setting and above all: extremely fast.
      KTM 1190 RC8 2008 © KTM
      Photos: KTM
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