KTM Target 320 MOTORRAD self-made

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KTM Target 320 MOTORRAD self-made

Fun bike with 70 hp, 140 kilograms, 210 km / h

Too much power, too much weight, too much trimmings. With the self-made KTM Target 320, MOTORRAD editor Werner "Mini" Koch is trying to redefine the key data for pure driving pleasure: 70 hp, 140 kilograms, 210 km / h – that should be enough.

D.hat had to come like that. After the exuberant response from MOTORRAD readers to the design of a BMW R 95 G / S (in MOTORRAD 5/2012) with an intended weight of 190 kilograms and 90 hp, the call for a new generation of motorcycles can no longer be ignored. A generation that focuses on enjoyable, light-footed motorcycling again. Away from striving for more power and more high-tech, towards the feather-light driving machine with solid, manageable technology and maximally reduced plastic fiddling. Motorcycles to look at, to touch, to fall in love with.

KTM Target 320 MOTORRAD self-made

Fun bike with 70 hp, 140 kilograms, 210 km / h

Robust and over 70 hp

25th Pictures

Pictures: KTM Target 320 MOTORRAD self-made

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First measure, tinker, sketch, and then radically fit the 690 engine with Flex and hacksaw, that’s the only way to get ahead. The Single is not quite as solidly screwed into the frame as the V2 engine, which is why a few subsequently welded reinforcements and gusset plates are required to maintain the load-bearing function of the engine. After several night shifts, the welded tubular steel frame, together with the 690 engine, is on the workbench. Well then, go.

What does not work is the cooler, which puffs up the slim design to a standard width. Why are the beautiful, arched coolers always installed across? Upright is also possible. And whoosh, the radiator, rotated by 90 degrees, disappears behind the fork bars and tapers the front view to the dimensions of an air-cooled moped. Which brings us a big step closer to the goal, after all, the name “Target 320” also says it all. Because the single must not be wider than 320 millimeters. And not much bigger than a 250 either.

Just no cables in sight!

So downsizing across the board. However, this means that everything from the aluminum tank to the bench seat to the frame-mounted front paneling – the spoiler face of which is an excellent argument – has to be redrawn and the GRP parts have to be laminated out of negative aluminum molds. A tedious and dusty affair that messes up the schedule for the project.

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The fact that the Target 320 was designed as a representative of the sporty line is of course primarily due to its own summary. A full 25 years of racing, with a preference for the smaller classes, leave their mark.

As if the shaping and modeling didn’t take enough time, the WP fork and Wilbers shock absorber also have to be completely rebuilt because the coordination and overall lengths are completely new and, above all, have to be adapted to the target weight of 140 kilograms. You are also amazed when it comes to stowing the necessary electrical and electronic components of a single-cylinder engine. Two electronics boxes, half a dozen relays, switches, fuses and connectors – where to put them? In the last gap, hidden between the radiator and the air scoop, under the seat rump, everywhere, but please not in the field of vision.

So that the slim line runs through from front to back, only a central support tube is installed on the aluminum frame rear, which leaves enough space for the silencer and the shock absorber, which is directly linked to the tubular steel swing arm. This clearly defines the purpose of the Target 320, because under the load of a pillion passenger or a fat luggage system, the aluminum construction would simply collapse. After a good 300 working hours and a lot of support from the essential specialists and specialists, the Target 320, freshly painted and in two versions, rolls for the first photo ride.

Radical single racer and relaxed naked version

At the beginning, the clear objective of the super-sporty, radical single racer was still on the plan, but in line with the trend towards casual jet helmet cruising, the bare version with a chic LSL headlight has also been added. From the outset, more comfortable and relaxed than excruciatingly sporty, you hardly have to compromise on ergonomics. Height-adjustable footrests and LSL match handlebars in conjunction with the short tank prevent physical dislocations. In the upcoming first optimization phase, of course, the seat cushion will get at least two more layers of foam.

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Tight crowd: there is space for air filters and electronics under the seat.

The fuel bubbles into the tank with a chuckle – it is actually tight. Put the key in, turn it, it hums and hums, the cockpit shows no error, enables the start. Two or three wrong tones, then ignition and injection come together, from the sloping side pipe it thunders audibly, clearly and healthy. Then the gray mouse picks up speed. Feels good, but kind of weightless, like the engine is missing. But it’s inside and pushes neatly forward.

Feel the first corner, gently sloping. Still doesn’t feel like anything. No resistance, no mass, no nothing at all. I know the feeling, but it was a long time ago. Back when we were still lifting motorcycles into the van by hand. That was great, I want to go back there. There is still a lot to be done before the Target 320 is not only light as a feather, but also bomb-proof, fast and safe. Here, too, the old rule applies: easy is difficult to vote. Whether and how it works Soon in this theater or at motorradonline.de.

Development of the Target 320

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The basis: In 2003, KTM developed the first prototype for the RC8, at that time still with a 990 engine. The 690 single was implanted in this chassis, which was born at the UN in Augsburg.

It took two years for the KTM RC8 prototype to mutate into the Target 320. From a flippant remark – “the cool LC4 motor also belongs in a cool chassis” – I inherited a huge construction site that really got on my nerves. It is not the very radical changes such as the frame, spring elements or the self-made aluminum tank, but the fiddling work, such as changing wiring harnesses, wiring lighting systems, grinding polyester parts, filling, grinding, filling. All the more beautiful the moment when the thing stands there, completely painted, and hums.

In just three days, the 690 engine was in the chassis, which is now round with a new rear frame and no strut deflection
two kilograms lighter and more compact.

MOTORRAD prototypes

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MOTORRAD editor Werner "Mini" Koch and his naked version, a modern Yamaha SRX-6 so to speak.

Building prototypes has a long tradition at MOTORRAD and has puzzled many manufacturers. The advantage of the handcrafted projects: We didn’t have to consider production costs or market analyzes. Maybe that’s why a couple of really great bikes were created.

Suzuki RG BIG 750

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Suzuki RG BIG 750.

The chassis of the RG 250, paired with the 50 hp four-stroke single cylinder of the Enduro, was created at a time when fast singles were booming. The 181 kg athlete was the subject of Suzuki / Japan and an article in Suzuki-
Customer magazine worth it.

Yamaha Supertwin 850

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The Yamaha Supertwin 850.

Even before Ducati pushed the 916 onto the market, MOTORRAD built the 85 hp sports car with a TDM 850 engine in the FZR 600 chassis in 1992 in cooperation with Yamaha / Europe. A few years later the idea cam back from Japan as the Yamaha TRX 850.

Yamaha Roadstar 535

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The Yamaha Roadstar 535.

The bestseller XV 535 has been radically rebuilt and made agile and manageable with a sporty chassis. With seat height adjustment, variable ergonomics and the fine V2 motor with cardan gear, the BT 1100 Bulldog followed. Unfortunately without success.

Yamaha Sportstar R1

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The Yamaha Sportstar R1.

The 145 HP motor in the UNO chassis suitable for touring made the Sportstar the first power naked bike in 1998. Equipped with 208 kilograms, a 24-liter tank, toothed belt drive and a variable ergonomics package, the prototype was followed by the Yamaha FZS 1000 Fazer.

Honda NR 600 RR

Radically dedicated to racing, in 2000 the 176 kilogram lightweight NR 600 became what is now known as Moto2 and thrills fans. Back then, too, MOTORRAD used the Honda CBR 600 engine as a drive in the optimized aluminum chassis with NSR 500 fairing.

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