KTM’s once-feared launch control advantage on the grid has all but vanished, exposing a critical vulnerability despite striking gains in qualifying pace. The Austrian manufacturer’s RC16, historically a master at explosive starts, now struggles to maintain its edge off the line following regulatory changes at Assen that outlawed the front lowering device. Red Bull KTM team principal Aki Ajo openly acknowledges the challenge: reclaiming their former holeshot prowess without sacrificing the recent strides made in tyre management and qualifying speed.
For years, KTM’s RC16 was renowned for its lightning-fast getaway, often allowing riders to claw back positions even when qualifying performance faltered. This initial burst was crucial given the bike’s sometimes inconsistent race pace compared to rivals. However, the ban on the front lowering system implemented at Assen has dramatically altered the launch dynamics. “The rule change has definitely impacted us,” Ajo admitted in Mandalika during an interview with Jack Appleyard. “Of course, everyone is constantly improving in this area, but it’s clear that starts are now an area we must focus on to regain our strength.”
Ajo refuses to attribute KTM’s diminished launch effectiveness solely to technical regulation shifts. He highlights the complexity of evolving competition, varying procedures, and incremental gains that differentiate performance in the fiercely contested MotoGP field. “It’s very difficult to isolate one cause, but starts remain the domain where we must work hardest to recover our advantage,” he stated firmly.
Ironically, KTM’s progress in qualifying has never been
Ironically, KTM’s progress in qualifying has never been sharper. The RC16 now extracts superior performance from the previously challenging Michelin soft rear tyre, as evidenced by Pedro Acosta’s pole position at the Catalan GP. This contrasts starkly with his tenth-place qualifying results at Mugello and Sachsenring, underscoring the team’s leap forward in single-lap speed. Yet, these improvements on Saturday are undermined by losing positions at race start, negating the benefits of a front-row slot.
The consequences extend beyond mere track position. Falling behind slower competitors compromises tyre temperature control and complicates overtaking strategies—a recipe for turning podium potential into a recovery mission. Acosta’s victory at the Red Bull Ring confirms KTM’s capacity to fight at the front when everything clicks. But with the Spaniard fifth in the championship, a mere single point behind Ai Ogura, losing ground off the line is a costly handicap in a tight title fight.
Looking ahead, KTM faces a looming technical revolution in 2027 with the introduction of 850cc engines and Pirelli tyres. This will eliminate rear lowering devices and dynamic height adjustments, forcing manufacturers to rethink launch strategies relying more heavily on mechanical grip, electronic management, and chassis balance. Simply restoring yesterday’s launch performance won’t suffice; KTM must innovate to prepare for tomorrow’s challenges.
In summary, KTM’s gains in qualifying speed risk being squandered within the first fifty metres of the race. Ajo’s candid assessment underscores the urgency: “We’ve gained in qualifying but lost at the start. We need to fix this to truly capitalize on our progress.” In MotoGP, securing pole position means little if you lose multiple places the moment the lights go out. KTM’s future success hinges on reversing this trend before the sport’s next technical upheaval reshapes the grid once more.
