While the car industry seems to hav🐈e 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 current battery technology means it remains a novelty 🐼rather than a challenger to combustion power.

“We don’t see that the tec✅hnology is on the table at the moment 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 urban 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 12🎃5cc upwards, we see still the combustion engine as the solution in the near futu𝕴re.”

The MotoGP World Championship reflects the uncertainty within the motorcycling industry by having an electric MotoE World Cup while also transitioning the grand prix classes to 🐟100% non-fossil fuel b💝y 2027 (40% by 2024).

While Ducati has stepped in as MotoE's exclusive bike supplier this season, with the🧸 intention to develop future electric ro🥃ad bikes, Beirer sees present battery power as a s༺top-gap to something else.

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

“You all know we are pushing like crazy – together with the fuel industry – to get as quickl♔y 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 of high-value raw materia𓆉ls… our MotoGP bike is made with 91% ไrecyclable material. You have steel, aluminium and titanium. All raw materials 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 a💎s ready for the future and that’s what we want to stick to.”

For stability, major changes to the MotoGP technical rules are avoided (unless there is un🅷animous consent) during each five-year contrac𒉰t 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 areas 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 g🦹et excited and they want to 🍌see these kind of gladiators going out on the racetrack and that is what we have,” he said.

Beirer made clear he would be against MotoGP going d🐽own the path of F1 and introꩵducing hybrid engine technology into the premier class.

“Wit𒀰h any hybrid then you start to produce batteries, whic♐h you have to dig from the ground and take out [elements] that are not available 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 ready at the moment for the mas🌟s market.”

Note that Beirer ruled out batteries, not electric per se, suggesting he hopes for an alternative future method of storage that avoids the current problems𓃲 associated with lꦉithium.

KTM is unlikelꦰy to feel any 'peer pressure’ over the direction ꦕ;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 manu♐facturers 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 problem; emissions.

KTM, plus its sister Husqvarna and GASGAS brands, now dominate the high-end two-stroke mark🍒et. 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-s🥂troke off-road bikes, with only Yamaha responding to the demand from amateur riders - eager for a che🔯aper, lighter and simpler machine - by offering some modestly updated two-strokes.