Ben Townley | Motorcycle Wiki | Fandom powered by Wikia Share Ben Townley (born December 12, 1984 ) is a motocross and Supercross rider. After claiming multiple National championships in his native New Zealand, Townley moved to Europe and began campaigning the 125cc /MX2 World Championships. In his first few seasons ( 2001 - 2003 ), aboard privateer support and later factory KTM bikes, Townley emerged as a major force in the GP scene, with multiple podiums and several victories. In 2007, he won the AMA East Supercross Lites Championship. In 2004, riding the prototype KTM 250-SXF four stroke , Townley won the MX2 World Championship over teammates future champ Antonio Cairoli and teammates Tyla Rattray and Marc DeReuver . Townley had reached a new level of speed and endurance, winning nearly every race when his prototype machine did not fail. 2005 saw Townley move up to the MX1 class aboard a 450cc KTM.

Townley won several GPs in the premier division in that rookie season, and was a consistent threat for the win by the end of the year. He finished third behind champion Stefan Everts and fellow New Zealander (and close friend) Josh Coppins . Townley and Coppins represented their country at the 2005 Motocross des Nations in Ernee, France. It was there that Townley first faced the premier American riders who typically contend only their National championships. Townley was superb, running faster than Kevin Windham , Mickael Pichon and Stefan Everts , and was only defeated by American champion Ricky Carmichael , who is widely considered the fastest and best overall rider in the world. Ben Townley has moved to America and set up shop near Carmichael's home in Havana, Florida. He is a member of the Monster Energy/Pro Circuit team and races a Kawasaki KX250F in the Motocross/Supercross lites class. Unfortunately, Townley suffered a severe knee injury in Supercross training and missed the majority of the 2006 season. In 2007 , he returned to race in the east lites class, and went on to win the championship.

In the final race in Las Vegas , Townley and west lites champion Ryan Villopoto finished second to last and last respectively. Although the race did not count towards points, it was still a shock as the two were the favorites to win. Blog Motocross News MXsteeze The MXsteeze #47 with Ben Townley Townley Bio: Ben Townley (born 12 December 1984) is a professional motocross rider originating from Taupo, New Zealand. After claiming multiple National championships in his native New Zealand, Townley moved to Europe and began campaigning the MX2-GP World Championships. He rode for the German PHASE Suzuki team in 2001, but after internal troubles, left the team towards the end of the season and joined the Vangani Racing team. In 2004, riding the prototype KTM 250-SXF four stroke, Townley won the MX2 World Championship over teammates future champ Antonio Cairoli and teammates Tyla Rattray and Marc DeReuver. Townley had reached a new level of speed and endurance, winning nearly every race when his prototype machine did not fail.

Townley returned to the Supercross championship in 2007 and won the 2007 Supercross Lites East championship over rookie Ryan Dungey and Ryan Morias. Ben Townley and teammate Ryan Villopoto kept the points race close during the 2007 Motocross series with Townley finishing a close second to his teammate. Townley has since earned a reputation as a rider who is prone to injury and eventually announced his retirement from professional motocross competition in early 2013. However, in 2015, he agreed to come out of retirement to represent New Zealand in the 2015 Motocross des Nations in Ernée, France where he finished 6th and 2nd in his respective races. Learn and talk about Ben Townley, Living people, Motocross riders, New Zealand motorcycle racers, People from Taupo Biography[ edit ] After claiming multiple National championships in his native New Zealand, Townley moved to Europe and began campaigning the MX2-GP World Championships.

He rode for the German PHASE Suzuki team in 2001, but after internal troubles, left the team towards the end of the season and joined the Vangani Racing team. In 2002, this team became known as the "Dream Team" as Townley and teammates Tyla Rattray and Tanel Leok , all still teenagers, scorched to top 10 results in GP after GP. Townley started the 2002 off with a second place at the GP of Valkenswaard , and after a few more podium finishes, he scored his first GP victory at the GP of Sweden at Uddevalla . He continued his good form at the Champ KTM team in 2003, and made his mark as a definite word championship contender. Monster Energy Pro Circuit Kawasaki rider Ben Townley prepares before the 2007 Washougal motocross national. In 2004, riding the prototype KTM 250-SXF four stroke , Townley won the MX2 World Championship over teammates future champ Antonio Cairoli and teammates Tyla Rattray and Marc DeReuver .

[1] Townley had reached a new level of speed and endurance, winning nearly every race when his prototype machine did not fail. 2005 saw Townley move up to the MX1-GP class aboard a 450cc KTM. Townley won several GPs in the premier division in that rookie season, and was a consistent threat for the win by the end of the year. He finished third behind champion Stefan Everts and fellow New Zealander Josh Coppins . Townley and Coppins represented their country at the 2005 Motocross des Nations in Ernée , France. It was there that Townley first faced the premier American riders who typically contend only their National championships. Townley was superb, running faster than Kevin Windham , Mickael Pichon and Stefan Everts , and was only defeated by American champion Ricky Carmichael , who is widely considered the fastest rider in the world. After that, Townley moved to the United States and settled near Carmichael's home in Tallahassee , Florida. He was a member of the Monster Energy/Pro Circuit team and raced a Kawasaki KX250F in the Motocross/Supercross Lites class.

In 2006 Townley suffered a severe knee injury while preparing for the Supercross Lites East championship and subsequently sat out the majority of the 2006 season. Townley returned to the Supercross championship in 2007 and won the 2007 Supercross Lites East championship over rookie Ryan Dungey and Ryan Morias. Ben Townley and teammate Ryan Villopoto kept the points race close during the 2007 Motocross series with Townley finishing a close second to his teammate. In 2008, Townley signed with Team Honda Red Bull Racing to contest the 2008 Supercross/Motocross season riding the Honda CR250F for the Supercross series and the CR450F for the Motocross series. Due to breaking his foot while training for the 2008 Monster Energy AMA East Coast Supercross Lites series Ben was not able to compete. Because of this, Benjamin Coisey from France, took his spot for the East Coast Lites series racing for Red Bull Honda.

Townley has since earned a reputation as a rider who is prone to injury and eventually announced his retirement from professional motocross competition in early 2013. However, in 2015, he agreed to come out of retirement to represent New Zealand in the 2015 Motocross des Nations in Ernée, France where he finished 6th and 2nd in his respective races. ben townley : definition of ben townley and synonyms of ben townley (English) Ben Townley (Born 12 December 1984) is a professional motocross rider originating from Taupo, New Zealand . Biography After claiming multiple National championships in his native New Zealand, Townley moved to Europe and began campaigning the MX2-GP World Championships. He rode for the German PHASE Suzuki team in 2001, but after internal troubles, left the team towards the end of the season and joined the Vangani Racing team. In 2002, this team became known as the "Dream Team" as Townley and teammates Tyla Rattray and Tanel Leok , all still teenagers, scorched to top 10 results in GP after GP.

Townley started the 2002 off with a second place at the GP of Valkenswaard , and after a few more podium finishes, he scored his first GP victory at the GP of Sweden at Uddevalla . He continued his good form at the Champ KTM team in 2003, and made his mark as a definite word championship contender. Monster Energy Pro Circuit Kawasaki rider Ben Townley prepares before the 2007 Washougal motocross national. In 2004, riding the prototype KTM 250-SXF four stroke , Townley won the MX2 World Championship over teammates future champ Antonio Cairoli and teammates Tyla Rattray and Marc DeReuver . [1] Townley had reached a new level of speed and endurance, winning nearly every race when his prototype machine did not fail. 2005 saw Townley move up to the MX1-GP class aboard a 450cc KTM. Townley won several GPs in the premier division in that rookie season, and was a consistent threat for the win by the end of the year. He finished third behind champion Stefan Everts and fellow New Zealander Josh Coppins .

Townley and Coppins represented their country at the 2005 Motocross des Nations in Ernée , France. It was there that Townley first faced the premier American riders who typically contend only their National championships. Townley was superb, running faster than Kevin Windham , Mickael Pichon and Stefan Everts , and was only defeated by American champion Ricky Carmichael , who is widely considered the fastest rider in the world. Thereafter Townley moved to the United States and settled near Carmichael's home in Tallahassee , Florida. He is a member of the Monster Energy/Pro Circuit team and races a Kawasaki KX250F in the Motocross/Supercross Lites class. In 2006 Townley suffered a severe knee injury while preparing for the Supercross Lites East championship and subsequently sat out the majority of the 2006 season. Townley returned to the Supercross championship in 2007 and won the 2007 Supercross Lites East championship over rookie Ryan Dungey and Ryan Morias.

Ben Townley and teammate Ryan Villopoto kept the points race close during the 2007 Motocross series with Townley finishing a close second to his teammate. Townley signed with Team Honda Red Bull Racing for the 2008 Supercross/Motocross season riding the Honda CR250F for the Supercross series and the CR450F for the Motocross series. Due to breaking his foot while training for the 2008 Monster Energy AMA East Coast Supercross Lites series Ben was not able to compete. Because of this, Benjamin Coisey from France, took his spot for the East Coast Lites series racing for Red Bull Honda. Townley is still scheduled to compete in the AMA Motocross series for Red Bull Honda though. References The Point: 250 four-strokes vs two-strokes - MotoOnline.com.au The Point The Point: 250 four-strokes vs two-strokes Section: The Point Post: Alex Gobert MotoOnline.com.au tackles the great debate of Australian motocross. Contributing: Simon Makker.

The ongoing debate over four-strokes versus two-strokes in the MX Nationals continues to be a hot topic in the sport, as parity between the engine types is the centre of attention in MX2 and MXD. MotoOnline.com.au spoke with a number of the sport’s knowledgeable people for an insight on the whole saga, to see what the general feeling is on the record. Image: Simon Makker. Ben Townley – 2004 MX2 World Champion and 2007 American East Coast 250SX Champion: My initial thoughts on it when they introduced it in New Zealand quite a few years ago was that it was going to be a good concept. I thought it was a good, cost-effective way to have guys involved in the sport. But now I don’t have that same opinion because you’ve got brands supporting top riders with two-strokes. I don’t think that’s really fair from the point that the bikes aren’t apples for apples. When four-strokes were introduced, a 450cc motorcycle was designed to replace a 250cc two-stroke, so you’re taking a bike designed for the class above and taking it down. Without a doubt, just on horsepower they have a competitive advantage.

I spoke to Mitch Payton about it because I’m running Hondas in New Zealand and with our 250Fs, just to be in a position where you feel like you’re not at a disadvantage, you’re having to spend a significant amount of money to be competitive with a stock 250 two-stroke. The other thing for me is, when you’ve got young guys racing 250 two-strokes, I don’t believe it’s doing their careers any justice to be honest – especially if they have international aspirations. Any competition outside of Australia and NZ, they don’t have 250 two-strokes in the class. Really, at the end of the day, if you’re riding a 250 two-stroke you’re on a bike with a superior advantage, so it’s making your career look better than what it actually is. To me it doesn’t make a lot of sense for anybody under the age of, say 20, that has a dream of being an international racer, because you’re really not helping your career whatsoever in my opinion apart from the fact that they are doing well domestically. There’s always going to be an asterisk beside your name.

Whether it’s a Kiwi or an Aussie, as a fan I love seeing guys get opportunities overseas. Steve Jones – Tunetech Racing KTM mechanic: We had the option to switch to a four-stroke with backing from KTM this year, but we chose to stick with the two-stroke because Kale [Makeham] and I had a good thing going on. With the amount of riding that he does during the week, and me working full-time with my business and doing suspension, I wouldn’t be able to keep up with the maintenance schedule of a four-stroke. Two-strokes are easier to maintain and the price to keep it on the track is a lot lower. The other reason is we’re definitely stepping up to MX1 next year and we’re looking at it from a future perspective. We figure the step next year will be easier with the focus, throttle control and bike technique that we’ve learnt from a two-stroke and that’d carry over really well onto a 450. There are a lot of noises now about the 250 two-strokes in the MX2 class, but they’ve been in the class for years and it’s never been an issue until someone started putting the bike on the podium.

I think it’s great for the sport. It’s no different from privateers bitching and moaning that they shouldn’t have to race against the factory guys on four-strokes. Combining the two bikes in one class has narrowed the gap and has made for some great racing. Matt Moss – Team Motul Suzuki’s multiple MX2 and current MX1 champion: It’s fair in a way. People don’t realise that teams just can’t afford to have factory Lites riders on the teams anymore, so there are less rides available. These guys that are on the two-strokes they’re paying for everything, whereas the guys on factory 250Fs are getting paid to race and bonuses. I feel it works out; definitely makes for better racing and if you take out the two-strokes there won’t be many bikes on the grid that’s for sure. I definitely feel two-strokes are better bikes because they’re obviously faster – it’d be a lot harder championship to win on a 250F. In saying that, the four-stroke guys up front are usually on factory teams so they should be able to make their bikes handle better and things like that to keep up with these privateer guys.

If you’re planning on going to a 450, they both have their benefits. The two-stroke’s faster so you’re not hopping off such a slow bike to a faster one, then obviously if you’re on a 250F you’re going from four-stroke to four-stroke. Most of these guys have ridden 250Fs before and they’re going back to two-strokes to be competitive, so it shouldn’t be a problem for anybody going to a 450. I feel like if you win the championship or went really good on a 250 two-stroke in MX2, you should try and follow up as a factory rider on a 250F the year after. That’s what I’d personally be doing in case you want to go overseas or even race for Australia in the des Nations on a 250 because you can’t do that on a two-stroke. That’s the way I would do it, for sure. Image: Jeff Crow. Ben Lane – Raceline Pirelli Suzuki team manager: I’m not a fan of it at all.

I can see what WEM is trying to do, and can see that it’s boosting the rider numbers, but the 250 two-stroke doesn’t belong in the MX2 class. If privateers want a cheap way to go racing, then they should race the 250 two-strokes in the MX1 field. I’ve spoken to a few people lately about horsepower, and out of the box with just a couple of bolt-on accessories, the two-stroke pulls around 55 horsepower and produces far more torque than we could ever dream of getting out of a 250F. I think that’s unfair and it’s disheartening to put endless hours into making a the RM-Z250 a competitive race bike, only to have a near-stock two-stroke walk away from us on the weekend. Riders like Kayne Lamont and Kale Makeham have also picked up how to really ride the two-strokes, and now, even on hardpack tracks like Broadford and Appin where the four-strokes should have an advantage, these guys are just as fast. Now that we’re going into a string of sand-tracks that power difference is really going to show.

At the end of the day manufacturers pay us to sell their product and when people see the four-strokes getting smashed, they won’t buy our bikes. That’s already shown in our motorcycle sales figures this last quarter, and if it keeps going like this we probably won’t be able to go racing next year. Dylan Long – KTM 250 SX-F privateer racer: My deal with KTM is to ride the four-stroke as a privateer, where some of the others from what I know are on two-stroke deals. There are definitely some ups about being on a two-stroke, but also some ups about riding a four-stroke as well. You’ve got a fair bit of power on a two-stroke, although you should be able to last longer during a moto on a four-stroke. And the 250F is what everybody rides in America, so I guess it’s a bonus racing against two-strokes will make us a bit faster here. It’s a good idea to ride a two-stroke if you want to be winning here; I would do it if I could do it. But while I’m getting support from KTM I’ll ride what I’m given.

We put a fair bit of money into development, but obviously not as much as a factory team. At the same time it’s important for us to balance reliability with outright power. The start is the hardest thing against the two-strokes, it makes things tough that’s for sure. Scott Bishop – GYTR Yamaha team manager: Does the 250 two-stroke belong in the Lites class? My answer to that in particular right now is no. The 250 two-stroke is stuck in the middle. It’s obviously outclassed by a 450, but in terms of its power and weight it is a bit above a 250F at the moment. It deserves its own class. There is a horsepower and advantage there that I don’t think at the moment results in parity between the two bikes. For our team, GYTR Yamaha, racing is a form of marketing. We have a brand new 2014 model YZ250F that we would like to promote and it’s a great bike, so we would like to continue promoting that bike and we’re doing quite well with it. It’s not an easy question to answer in quick terms; it’s very complex.

From a development side of things, which is what our team essentially is, my job is to develop riders for Yamaha’s [MX1 and MX2] teams. If Serco is using the 250F, there’s not much point in me racing with a 250 two-stroke. The teams must begin to wonder ‘is that guy winning on that bike because he’s got more power, or because he’s a better rider?’. You have to weigh that decision up and again, it’s not easy to come to a conclusion. Luke Arbon – Husqvarna TC 250 privateer: When I rode a 250F for GYTR Yamaha I thought the two-stroke rule was ridiculous. I hated the fact these guys had such a big horsepower advantage and I thought they were cheating. Now I’m on the other side of the fence, where being able to race the two-stroke is the only thing keeping me in the sport. They’re cost-effective to take racing and the Husqvarna TC250 is putting me at the pointy end of the field straight out of the box.

To get that sort of performance out of a 250F you have to spend a lot of money on the motor and maintenance. Motocross is such a costly sport, and every penny I can save is a bonus. Instead of blowing my budget on trying to get more power out of the 250F I’m using that money to get to the rounds, and paying for fuel, food and accommodation. It’s definitely helped ease the financial pressure and I can keep doing what I love. Image: Jeff Crow. Luke Clout – Serco Yamaha YZ250F-equipped MX2 championship leader: I think there are advantages and disadvantages to racing the two-strokes. The advantages are they’re a lot faster and definitely have an advantage on loamier tracks, off the start-gate and up hills – any spectator can clearly see them pull away from the four-strokes in these situations. From a privateer’s point of view they’re a lot cheaper to take racing and easier to maintain, so we’re seeing more privateers using them than we have in the past. The biggest disadvantage is that they’re harder to ride and you have to be fit and have good endurance to ride one for 35 minutes.

I look at it from a big picture; if you want to make it big in the sport you need to race a 250F. All the teams – especially if they’re based in Europe or America only looking at results sheets – would rather a guy who’s already racing a four-stroke and would question whether someone who’s killing it on a two-stroke can do the same on their four-stroke. All the teams would rather a four-stroke guy. There are guys at Serco who definitely aren’t fans of having the two-strokes in the MX2 class. A lot of people are starting to say a bit about it all, so it’ll be interesting to see what happens. Greg Chambers – Marketing and communications manager for KTM Australia and HQVA: From a business and sales point of view it’s a positive move to have the two-strokes racing against the four-strokes. It allows the privateers to race around this big brown land of ours, it’s actually allowed our rider support program to expand quite a bit and help more riders get to the races. Without the two-strokes being out there racing, that additional support wouldn’t be possible.

I’m still not convinced that two-strokes have a significant advantage; Serco Yamaha won both motos on the weekend, and in all media tests and shootouts that contain both two-strokes and four-strokes, I have yet to see a two-stroke voted as the winner. I think the sport is as healthy as it’s ever been. The MX2 class now fielding a full gate of riders, and it seems like we now have a real battle between two- and four-strokes, which is great for the fans. I know Kevin Williams is a big fan of having two-strokes in the class and I’m crossing my fingers that that doesn’t change. Errol Willis – Yamaha YZ250-mounted privateer: I definitely think they should be allowed. It’s the same for everybody out there and manufacturers do have a choice to ride two-strokes. Yeah, they don’t produce them anymore, but really I’m on a 2006 bike basically – it’s a ’14 but it hasn’t changed since then. There’s downfalls and ups to anything – I’ve ridden the new YZ250F and I’d race it any day if I got given one of them and could afford to build it.

For me, it’s cost me $22,000 to get to the first round, so to do that on a four-stroke… I can’t even think how much it would be. Related Akrapovič Part 1 – Factory - KTM BLOG Akrapovič Part 1 – Factory Posted in Bikes , Racing Light weight, improved power, beautiful design, perfect fit, crisp sound: The exhaust systems from the Slovenian company Akrapovič don’t have a legendary reputation for nothing. The KTM BLOG went to take a look round the company’s factory. The modern, shimmering silver factory buildings lie on the outskirts of the small Slovenian town of Ivancna Gorica, half an hour’s drive south-east of Ljubljana – you can’t miss them. When you get to the security lodge you see it has a 10 cm long Akrapovič sticker stuck on it, apart from this, there is no other company signage to be seen – astonishing. The security guy politely insists that we fill out a questionnaire with personal details and advises that there is a strict ban on photography, and just to make sure, he even places a sticker over my smartphone’s lens.

Mitja Reven from the marketing department collects the curious guest from the entrance; he has arranged a visiting programme through all the departments. Just to get me warmed up I am treated to a feast of basic information in a meeting room. Immense expertise in titanium and carbon fibre Akrapovič manufacture high-end exhaust systems for motorcycles with quite extraordinary precision. Most of them are fitted by customers as aftermarket accessories; however, some are also original equipment. For six years now they have also increasingly been making systems for cars, some of which have also been as a factory fitment. Titanium is the prime metal used in the manufacture; it’s lightweight, but difficult to work. The raw material comes from America and Japan. The required pipes, sleeves and sheets have long been produced in their entirety by Akrapovič themselves, using special titanium alloys which are in turn made in a separate works south of Ljubljana. This is where they also carry out their own carbon fibre work. They have also had their own in-house titanium foundry since 2009. The company’s production technology knowledge of how to use this precious material is immense.

25-year company anniversary approaches The company was founded as a one-man operation in 1990 by Igor Akrapovič; the company’s first employee, Igor Rzek, still works in production and will be retiring this December. The exhaust systems were first sold under the name of ‘Scorpion’, until car-makers Ford trademarked the name for their Scorpio model of the day. So in 1997, the company had to change its name to the striking surname of the founder, Akrapovič. At 25 years old next year, the company now employs 700 people, 70 of whom are doctorate engineers and scientists. The development of a new aftermarket exhaust system takes up to around three months until it is ready for production. For automobile systems, the period is five to eight months. The company now produces annually around 100,000 slip-on silencers as well as complete exhaust systems. The development of a new aftermarket exhaust system takes up to around three months until it is ready for production […] The company now produces annually around 100,000 slip-on silencers as well as complete exhaust systems.

Extensive research and new advanced technologies, combined with a striving for perfection and the demands of motorsport seeking ever better performance, have always been a given for this company. Typical Akrapovič product attributes are: low weight, more power and optimised power development, first-rate workmanship, beautiful design and fit, and a sporty sound. Igor Akrapovič used to be an active motorcycle racer who carried out all his own engine preparation, first of all for himself, then eventually, for others. When he discovered the tuning potential slumbering in exhaust systems, he made this his main focus, and started a business manufacturing high quality, performance enhancing motorcycle exhaust systems, which has since seen almost fairytale-like development. His systems soon caused quite a stir in racing circles, as they were lighter and delivered more performance than others. The business expanded continually, with its top brand image soon also attracting street bike riders. Motorsport successes across the board The successes in racing, in particular, meant that ever more manufacturers came knocking on his door. Every Japanese and all of the big European motorcycle manufacturers have worked in partnership with Akrapovič at some time or are still doing it to this day. As are numerous top teams.

In MotoGP, World Superbikes, Endurance and the German IDM series, in BSB and the US Championships, as well as in offroad disciplines from Motocross and Enduro to the Dakar Rally . No other exhaust specialist can point to this kind of simultaneous partnership with companies that compete with each other, both business-wise and on the track. < > Motocross KTM 350 SX-F Cairoli Akrapovič It was Colin Edwards who delivered the first world championship title for the exhaust specialist in the 2000 World Superbike Championship, riding a Honda VTR1000 SP-2. Akrapovič is currently working with the Yamaha and Ducati MotoGP factory teams. KTM and Akrapovič cooperate successfully as partners not only in Moto3 and the Motocross World Championship, but also on a number of other works projects. The number of world championship titles that the Slovenian brand can pride itself upon is in the meantime approaching the hundred mark.

Cooperation between KTM and Akrapovič since 1999 The KTM and Akrapovič cooperation began in 1999 with Supermoto and since then has extended across other sports: on asphalt and in all offroad disciplines, including the Dakar. All factory KTMs racing under the works banner are equipped with Akrapovič exhaust systems. Only those being run by the US MX factory team use systems from another manufacturer. Akrapovič also makes OEM aftermarket exhaust systems for numerous KTM models, which are available exclusively through the KTM PowerParts program and KTM dealers. In just a few years Akrapovič has also made a name for itself in the automobile sector. Systems for Porsche, Alpina-BMW, McLaren, Audi and quite a few other names from the sports car scene bear the Akrapovič name, either as original equipment or as an aftermarket upgrade. The Slovenian name has even been seen in Formula One – in 2004 on the BAR Honda.

The Le Mans 24 hours has been won several times with Audi, with the Manthey Racing Porsche team at the 24 hour races at the Nürburgring, and in addition there are official partnerships with Audi and BMW in the DTM and with Aston Martin in the international GT race series. A peek into motorsport R&D Our company tour begins with the Racing and Experimental department (Motorsport R&D), which is run by Alioz Slavko Trstenjak. The friendly Slovenian, pretty much Igor Akrapovič’s tuning right-hand man, is a big offroad fan and has always maintained close contact with the KTM motorsport department. The cooperation with Mattighofen began with Supermoto, when KTM 660 SM-mounted Thierry van den Bosch, after winning several national titles, finally won the first Supermoto World Championship in 2002. KTM’s first Dakar victory in 2002, with Fabrizio Meoni aboard the Gauloises KTM 950 Rally, was achieved with an Akrapovič titanium exhaust system.

< > Thierry van den Bosch KTM Jesolo 2005 Benches, tool cabinets, assembly platforms and generous space all around – and with a white tiled floor, the race department comes across as spacious, clean and tidy. On the test bench in a side room, a Moto3 KTM stands all clamped up, and it can even be photographed! The exhaust of the 250 single cylinder racer is that typical two pipe system that has been used since last year. In 2011 the exhaust consisted of just a single megaphone. Slavko explains that in the 3rd Moto3 season with KTM, the 7th exhaust version (Evo 7) has just been developed and manufactured, which has once again improved acceleration without compromising top speed, in order to stop us slipping behind the annoyingly strengthened competition. < KTM Moto3 Akrapovič Development parts archive Two 2015 four-stroke offoraders (recognisable by their orange frames), whose Akrapovič systems have been modified for racing, are also very kindly standing in the race department in preparation for our visit.

The wall-mounted shelves are filled with blue storage boxes that are marked according to manufacturer and project, and point to just how many companies come and go as clients. “Yamaha 450 Factory 2013“, “Honda CBR1000RR“, “Moto2 Suter“, “Beta“, “Husqvarna TC 450 2008“, “Kalex“ and “Triumph Daytona 675 2013“ are just a sample. A considerably larger number of the containers are, however, marked with KTM and with the multitude of orange motorsport projects. Not surprising, really! Two large crates sitting on the floor are also stuffed with various megaphones, end-cans and titanium pipes – remnants and memorials to three years of Moto3 development. With imagination, patience and lots of experience, designing, producing, fitting, and countless runs on the test bed, you can kind of imagine how things have been on the quest for more power, torque optimisation, while at the same time hopefully with improved throttle control.

< KTM Akrapovič Prototype construction department Away out of the racing R&D premises and off into the prototype construction department on the other side of the huge hall, which from the exterior looks silvery and modern. There are a fair number of specialised metalworking machines standing between various enclosed workplaces. CNC machines gleam in a separate area. A number of employees are sawing, drilling, hammering and fettling pipes and silencer components. Welding flashes repeatedly illuminate the space from behind protective curtains. The atmosphere is bustling. There are clearly several items being worked on at the same time, both on new exhaust systems for later series production and on special racing systems that are only needed in small numbers. This is also where the necessary tools and jigs are made for later series production. There’s not a motorcycle to be seen (which is surely how it’s intended to be); there is only an Audi S7 standing on a ramp, the subject for an aftermarket system. My guide also tells me that only the most skilful craftsmen and brilliant welding magicians work here. Impressive Akrapovič private collection In the middle of the hall there is a broad steel staircase that leads upwards.

On the first floor, an area has been set aside for Igor Akrapovič’s office. In front of it, in an open space, a handful of famous green, red, blue and orange racing motorcycles. In addition, arranged on a row of stands, are around three dozen racing engines – all with Akra exhausts. Single, twin, three, four and five cylinder engines. Thumpers, parallel twins, in-lines, Vs, boxers, every kind. Every possible brand, every capacity class. Every category, road and offroad. Silent witnesses to a legendary racing history. This private Akrapovič collection represents only a part of the machines the company has worked with. The sheer extent of these treasures leaves you speechless.

< > KTM GP1-V4 Akrapovič The orange proportion is absolutely worth looking at: KTM Dakar and MX world championship winning bikes, the GP1-V4 engine , the 250 SX-F power unit with gear driven camshafts from MX world champion Ben Townley’s machine, the IDM-winning RC8 engine, the engine at the heart of the victorious Moto3 bike and quite a number of 250, 500 and larger single-cylinders from the Motocross World Championship. Each power-laden jewel more breathtaking than the last. Test benches for motorcycle and automobile exhaust systems So we can get our breath back, we leave the hall and go across the yard into a separate building in which the test bench work is carried out for road-going motorcycles. This area has purposely been separated from the R&D department, so as not to get in the way with its consistently high workload. The prototype systems for new vehicles are modified and tested until they deliver convincing results in all relevant areas. Only then does it pass into series production. The Superflow test bench is equipped with the very latest measuring technology to capture all the necessary data. A giant blower thrusts cooling air over the test piece.

A new KTM RC 390 CUP has been placed on the rig for demo purposes. Together with the engine characteristics, power and torque, the acoustics and the emissions are also recorded and analysed. For the various homologations (E/EG) required for use on public roads, the company cooperates with the German TÜV authorities, whose testing engineers attend the necessary test runs on location, where they are then able to examine the technical data and accordingly approve the exhaust system. There is also a perfectly noise proofed building next door that has a test bed for cars. This facility is just as high-tech. Cars developing up to 1500 PS can be thoroughly tested here, regardless of their being four-wheel, front or rear wheel drive. The whole building, with further work areas for the vehicles, is maintained at a steady cool and pleasant temperature in order to provide a consistent environment for test results and optimum comparability. It was particularly pleasant for our summer visit. Even after the end of the working day, the facility continues to be used in a meaningful way. Because the enormous fan of the cooling system generates an impressive wind strength, ski-jumping competitors enjoy regular use of the facility to help them in their training.

An important part of ski-jumping is maintaining the correct posture in a strong airflow. < Dyno Akrapovič Testing and spot checking in the in-house laboratory Onward to the next building. In the in-house laboratory there is continual spot checking of the home-produced titanium alloys and their chemical composition, in order to maintain standards across all possible components. Complete silencers and pipe assemblies are taken from production runs and are cut up and measured, welding seams are examined under the microscope and/or subjected to loading tests. Precise manufacturing and plug-and-play fitting accuracy of the Slovenian systems is not legendary for nothing. And the legendary reputation is also held on to with an iron grip. “When someone fits an Akrapovic system,” whispers our guide Mitja Reven drily, “a hammer may only be used to remove the original system.” Own titanium foundry A separate area is reserved for the in-house titanium foundry. Certain components, such as some collectors for valve systems, X-formed pipe configurations or complicated hollow parts are manufactured in a casting process, which opens up advantages in construction and additionally helps to save weight. The temperature in a titanium furnace reaches a toasty 1,700° C.

Even cutting residues from the costly titanium material, which previously had no further use can now, thanks to special recycling processes, be successfully reused. No other exhaust manufacturer possesses such knowledge in working with titanium. This has in turn opened up completely new areas of business for the company, for example in the medical technology sector in which lightweight construction and high-strength, combined with precise manufacturing, is required. Serial production of exhaust systems When it comes to series production, this is carried out with high precision at an industrial level. Pipes of varying diameters are bent and then sawn using specialised machines, sheet material is pressed, laser-cut and formed. Extremely complex shapes can be realised through the use of a specialised hydro-forming machine, which operates using water at a very high pressure. Titanium and carbon are not the only materials to be completely processed in-house; non-rusting stainless steel is also used to some degree. For example, for large-capacity cruiser or scooter exhaust systems (from 125cc upward); this target group has also been served by Akrapovič for quite some time. < > Production Akrapovič Once all the required parts have been prepared, the assembly comes next.

Many individual parts are brought together using automatic welding machines, the greater part of all the work, however, is carried out by hand. There is a remarkably high number of employees working in the production department. In countless enclosures sit Akrapovič’s welders, male and female, each carefully bringing together components in the form of pipes, plates, mountings and brackets. In final assembly all of the component parts come together and are riveted and completed using the corresponding carbon fibre parts. Once they have been packed, the slip-on silencers and complete systems are shipped all over the world. Buyers are evenly spread in thirds across Europe, America and Asia. Move to a larger factory Because demand for its products, as well as the number of employees, is rising year after year, the factory is now bursting at the seams and every expansion measure is all too soon rendered insufficient. Therefore, only one option remains: In late summer this year, production is being moved some 60 miles to the south-west, to Crnomelj. This is where Igor Akrapovič has bought a former compressor factory, which offers four times more space for the titanium foundry and the whole of the series exhaust system manufacturing.

The company headquarters, however, together with Research and Development, the Race department and Prototype manufacturing will remain where it is now, in Ivancna Gorica. Photos: Akrapovič, Buenos Dias Unfortunately, we do not issue these data since it´s heavily related to Akrapovič. You can try to approach Akrapovič directly. Kind regards Silver-Bullet News: Ben Gets the Keys: Ben Gets the Keys: Posted: Tue 23 Nov 2004 Photo - Ben Townley at Ballykelly, where he clinched the MX2 World No 1 plate: SsangYong - Press Release: Ben Townley Will Get The Keys To The SsangYong: World MX2 MotoCross champion, Ben Townley, who hails from Taupo, is Returning to New Zealand: this week, arriving at Auckland International Airport on Friday morning (November 26) @ 6.00am, Flight QF26. On his arrival, Ben will be handed the keys of a brand new SsangYong Rexton for him to use while he is in New Zealand.

SsangYong New Zealand has become a major sponsor of motorcycle sport this past year, sponsoring the national motocross championships. "We were so thrilled at Ben’s success, that we decided to show our support for his magnificent achievement by giving him the use of our top model Rexton whenever he is in New Zealand," says Russell Burling, MD of SsangYong New Zealand. Ben has returned a little earlier than planned to attend the annual Motorcycle New Zealand Awards dinner at Sky City on Saturday evening, November 27. Ben Townley – World Champion MotoCross MX2- 2004: Ben Townley from Taupo, New Zealand, achieved his ambition and realised all the promise he had shown in his young days, by winning the world motocross MX2 championship this year, and with a round to spare – such was his domination. Townley, who turns 20 on December 9th, started riding a motorcycle at the age of 6, moved up, competing in junior motocross at 8 years of age, and by 10 was a New Zealand junior motocross champion.

From there, he progressed through the ranks, wining national titles with ease, as well as the Australian junior 125cc title in 1999. "B.T." then decided – with the support of his parents – to take on the world in 2001 – at 16 years of age. His first year - 2001 - was one of learning – both the tracks and learning to live by himself overseas. By 2002 his talent and determination began to shine through, to the extent that he won his first GP in Sweden and achieved numerous podium finishes. The Kiwi had made his break through. After signing a factory deal with Austrian motorcycle manufacturer KTM for 2003, Ben was tipped as favourite for the title but it was not to be his year - a life-threatening injury at the start of the season while training in America, curtailed his competition programme until halfway through the season. His determination and will to win overcame all and by the end of the season, Ben was challenging for GP victory and again was back on the podium.

So to 2004, and Townley was the man to beat in the MX2 class for 125cc 2-strokes or 250cc 4-strokes. He won the world championship with a round to spare on his prototype KTM SX250F 250cc four stroke bike, that bike now back in New Zealand as a gift from KTM. 16 rounds, 32 races, in countries all over Europe with the final round in South Africa, and the young kiwi convincingly beat them all, in a sport which in Belgium, for example, is No 2 in popularity behind soccer. For Townley it was a dream and ambition come true, and now, for next season he moves up to the larger capacity MX1 class, where he will be competing against his best friend, with whom he has been flatting in Belgium – Josh Coppins. Since winning the world championship, Townley has been involved in testing next year’s KTM SX450F bike. He plans to take part in one meeting and some public appearances while he is here.

Townley joins an impressive list of past New Zealand world champions in motorcycle sport – stars like Ronnie Moore, Barry Briggs and Ivan Mauger in speedway, Hugh Anderson on track, and Shayne King in motocross. Ben Townley – Profile

Question: Who, in 2004, riding the prototype KTM 250-SXF four stroke, won the MX2 World Championship?
Answer: Ben Townley