Wh⛎ile the car industry seems to have already committed to an electric future, the weight and range of current battery technology means KTM only views it as viable for scooters and minibikes.

KTM has first-hand experience of electric capabilities through its 'Freeride' off-road bike, but the limited range of curre💜nt battery technology means it remains a novelty rather than a challenger to combustion power.

“We don’t see that the technology is on thඣe table at the mom🎀ent to transfer mass production bikes into something like battery [powered] motorcycles,” Beirer said.

“We have a clear commitment to replace smaller engines, like 65cc kids bikes ༺or less than 100cc for urb🧸an mobility or around cities with scooters – we see all of this segment as making sense to do it with a battery.

“Everything else, and for what we call a full-size motorcycle from 125cc upwards, we see still the combustion engine as🌠 the solution in the near future.”

The MotoGP World Championship reflects the uncertainty within the motorcycling industry by having an e✃lectric MotoE World Cup while also transitioning the grand prix classes🌟 to 100% non-fossil fuel by 2027 (40% by 2024).

While Ducati has stepped in as MotoE's exclusive bike supplier this season, with the intention to develop futur🃏e electric road bikes, Beirer sees present battery power aꦍs a stop-gap to something else꧙.

168澳洲幸运5官方开奖结果历史:Like Triumph's Steve Sargent, Beirer views non-fossil fuel as the best solution for greener🐽 grand prix racing in the near 💝future.

“You all know we are pushing l🐻ike crazy – together with the fuel industry – to get as quickly as possible this 🎶sustainable fuel into the [MotoGP] bikes,” Beirer explained.

“Then if you look at a modern motorcycle that is produced with a lot ℱof high-value raw materials… our MotoGP bike is made with 91% recyclable material. You have steel, aluminium and titanium. All raw material🔴s that can and will be reused at the end of the life cycle.

“And if you then fire up [power] the whole project in a 🍒short period from now with 20-21 litres of [100%] sustainable fuel, we see the package of the [MotoGP] bike together with the fuel as ready for the future and that’s what we want to st﷽ick to.”

For s🐬tability, major chꩵanges to the MotoGP technical rules are avoided (unless there is unanimous consent) during each five-year contract period between the factories and Dorna.

The current contract runs until the end of 2026, but since manufacturers would want several years of notice to prepare for any major changes in are♎as such as engine regulations, the key points for the future need to be agreed upon soon.

“In general we feel for racing we still put together a fantastic show for people; they get excited and they want to see these ki⛦nd of gladiators going out on the racetrack and that is what we have,” he said.

Beirer made cl♚ear he wou꧂ld be against MotoGP going down the path of F1 and introducing hybrid engine technology into the premier class.

“With any hybrid then you start to produce batteries, which you have to dig from the ground and take out [elements] that are not availablඣe in high quantity and not good for the environment.

“So I feel battery is maybe a transition period [until] there is some future technology that is not re♏ady at the moment for ౠthe mass market.”

Note that Beirer ruled out batteries, not electric per se, suggesting he hopes for an alternative future method of 𒊎storage that avoids the current p♌roblems associated with lithium.

KTM is unlikely to feel any 'peer pressure’ over the direction of its future engine technology, having been handsomely rewarded for drawing its own conclusions on where the industry should go in✱ the past.

The Austrian company refused to follow the big Japanese manufacturers in moth-balling two-stroke off-road engines, not only keeping the technology alive alongside its four-stroke models but investing in fuel injection to reduce the engine's biggest proble🎃m; emissions.

KTM, plus its sister Husqvarna and GASGAS brands, now dominate the hig💫h-end two-stroke market. Other smaller European manufacturers such as Beta🔥 and Sherco are also thriving thanks to their range of two-strokes.

Meanwhile, the Japanese factories continue to focus almost exclusively on four-stroke off-road bi⛦kes, with only Yamaha responding to the demand from amateur riders - eager for a cheaper, lighter and simpler machine - by offering some modestly updated two-strokes.