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Sales in India accounted for 22% of total motorcycle sales for PMG in 2024, and a whopping 41% in 2025 H1.
2024 production was already made in Asia at 51% (India 39%, China 12%) and made in Europe at 49% Europe (Austria 47%, Spain 2%). Production never stopped in Asia so you can expect an even bigger shift towards Asia for 2025, doesn't necessarily mean much besides that.
I can see Asian market share rising therefore it would make sense to make more bikes there but I doubt we'll see 450 SXF made in India anytime soon.
It will be interesting to follow. Did it hurt Triumph sales to move their production to Asia?
Thanks for the GPOne link in the story you posted, I wouldn't have bet that KTMs made in India carried higher margin than KTMs made in Europe.
https://m.gpone.com/en/2025/09/09/news/bajaj-we-need-to-reset-ktms-cost…
I would think so. After seeing the threads about 450 transmission failures and Triumph's unwillingness to warranty the transmissions, I would certainly never consider purchasing one. KTM has certainly had issues with Chinese camshafts.
Triumph dirtbikes have always been made in India (edit: no, meant Asia) so that's not a good example to see if quality or sales were impacted by moving production.
I just had a look and Triumph sales have been hitting record numbers these past years so it would appear that moving production didn't hurt the brand?
https://triumph-mediakits.com/en/news-articles/triumph-achieves-record-global-sales-in-2024.html
Up to MY 2023, camshaft issues were 100% on KTM bikes made in Austria.
I thought the motocross bikes were made in Thailand?
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It is one thing for a manufacturer to move production of entry level or commuter vehicles to China or India to save money. For these customers, saving money is a primary concern. KTM doesn't make entry level dirt bikes. In fact, their dirt bikes are the generally the most expensive mass produced dirt bikes on the showroom floor. KTM customers pay more for the promise that they are getting cutting edge performance and Austrian build quality. It remains to be seen if Bajaj can maintain these standards after moving production to Asia. It certainly didn't pay off to subcontract 790 cam production to CF-Moto in China.
They are. As usual, the Beagle is incorrect.
You're right, sorry, I meant Asia.
@quad: agree, it remains to be seen, we don't know if it will be beneficial or detrimental if such production move happens. Also Triumph are made in Asia and far from doing only entry level bikes. I'll say they're as high end as KTM. Speed triple starts at $20k, Tiger 1200 at $22k, Rocket 3 at $25k...
The only thing they do in Austria is assemble and pack. Lewis reported on it last year in his fluff piece.
Touch time was something like 10 minutes per bike.
Guess I picked a good time to sell the Katoom and buy a Beta
Bajaj takeover confirmed by Austrian authorities, they should be in control by November 10th.
https://www.pierermobility.com/en/newsroom/eqsfeed/1089309111?type=adhoc
It will definitely be interesting times ahead
He reported that they produce a bike every 10 minutes, right?
That doesn’t mean they only put 10 minutes of labor into each bike. It means every 10 minutes the assembly line indexes forward one step. So the total “touch” time, as you put it, is 10 minutes times the number of steps in the line.
For example, if the line has 20 steps that makes for 200 minutes of labor into each bike.
Found it. 35 minutes per bike with parts that are assembled in Austria.
No mention of where the components are manufactured.
https://www.vitalmx.com/features/transparent-troubles-inside-pierer-mobility-group#comment-7154241
They are referring to final assembly. 35 min sounds about right.
Extraordinary General Meeting to be held on November 19, 2025, to change the company name from Pierer Mobility to Bajaj Mobility and replace supervisory board members nominated by Pierer.
https://www.pierermobility.com/en/newsroom/eqsfeed/340768111?type=adhoc
For better or worse. it certainly isn’t going to be the same company moving forward.
I really didn't think this day would ever come. I figured there was enough time before the official transition for Pierer to hustle some deal to stay relevant in the company, or at least keep his name on the letterhead. I was wrong, he gone.
From www.upshiftonline.com
When Bajaj Auto officially took over KTM, the motorcycle world braced for changes. Cost-cutting? Sure. Strategy shifts? Expected. But what few anticipated was Rajiv Bajaj publicly calling out years of corporate excess and mismanagement, in words most executives would never say out loud.
“KTM’s problem was greed,” Bajaj told reporters in a recent interview.
That’s not a vague corporate-speak press release. That’s a truth bomb. And for riders, enthusiasts, and KTM owners, it reads like someone finally said what they’ve been whispering behind the scenes for years.
The Quiet Part Out Loud
Bajaj didn’t sugarcoat it. KTM, a brand that built its reputation on lean, race-bred motorcycles, had become top-heavy. According to him, the company employed 4,000 people, but only 1,000 were actually building bikes, while the rest worked in administrative roles, marketing, or management. Years of unchecked decision-making, over-expansion into unrelated markets like bicycles, and overproduction of motorcycles had created a precarious financial situation. In short, KTM was living beyond its means, and Bajaj isn’t pretending otherwise.
He outlined three types of greed that contributed to KTM’s woes:
Operational greed – overproduction of motorcycles and racing programs that didn’t match demand.
Strategic greed – expansion into side markets and ventures that distracted from the brand’s core mission.
Governance greed – unchecked decision-making that lacked accountability.
This combination of excess and mismanagement, Bajaj said, created the perfect storm, ultimately forcing drastic budget cuts across racing, development, marketing, and general operations.
The Racing Budget Hit
The most visible consequence of this overhaul is a 50% reduction in KTM’s racing and development budgets, impacting MotoGP, off-road racing, R&D, and marketing initiatives. Racing isn’t just PR for KTM—it’s the lifeblood of the brand. Orange motorcycles on MotoGP grids, Dakar Rally podiums, and off-road circuits have always been the ultimate proof of KTM’s credibility. Cutting funding in these areas is a bold, high-stakes move.
For riders and fans, this raises real questions about the future. Will the next generation of KTM bikes still reflect the same innovation and performance? Could cost-cutting trickle down to parts, service, and customer support? And most importantly, will KTM’s racing DNA—the soul of the brand—survive a leaner budget?
KTM Owners Have Been Seeing the Cracks
Spend time on KTM forums and social media, and you’ll notice recurring themes among riders: inconsistent customer service, reports of minor quality issues in new bikes, and concerns that the premium pricing isn’t always matched by the ownership experience. In other words, the “quiet part” Bajaj just announced has been visible to owners and fans for some time.
One forum user summarized it bluntly: “KTM’s been acting like a premium brand, but customers aren’t always getting a premium experience.”
What a Leaner KTM Could Mean for Owners
From an owner’s perspective, Bajaj’s approach has both upside and downside. A leaner KTM could return to its roots, focusing on high-performance bikes that truly reflect its racing DNA. Cost savings might improve pricing or value for owners, and removing corporate bloat could allow the company to innovate more efficiently in areas that actually matter to those who ride and maintain these bikes.
On the other hand, reduced racing budgets could limit the brand’s visibility and weaken its emotional connection with owners. Cost-cutting could also affect parts availability or service if not carefully managed. Some potential buyers may put off purchases, concerned about resale value or long-term brand stability.
The challenge for KTM will be maintaining its racing pedigree and premium perception while navigating these cuts. Owners want the bikes, the performance, and the heritage—but they also want confidence in service, support, and quality. Balancing those demands will determine how successful this “reset” really is.
The Bottom Line
Bajaj’s message is clear: KTM has been mismanaged, and the days of unchecked growth are over. For the first time in a long time, a top executive has publicly acknowledged the brand’s weaknesses.
For owners, it’s a reality check. Loyalty will be tested, but for those who love KTM for its performance and racing heritage, this might be the shake-up the brand needs. The next chapter will reveal whether KTM can keep the orange flame burning while finally balancing the books.
One thing is certain: Bajaj just said the quiet part out loud, and now KTM has to live up to it.
Pit Row
Ktm lays off 50% of employees...
Sounds like a lot of useless profit sucking mgmt roles will go. Not the 1000 that actually build bikes. Probably a good thing.
How many of those 1000 people manufacture parts, and how many assemble bikes?
It would be more cost effective to manufacture parts in India and assemble in Austria, the bikes would still be made in Austria.
Yes. Headlines around my job ( ups ) is the huge layoffs up upwards of 48k people. I dont want anyone to lose thier job and im not a company schill but what no one is saying is most of these employees do not make the company money and a large percentage is management, hr, and so on. Not the boots on the ground. Its buisness.
Buy Italian or Japanese!
Nope, or at least not solely. Reports of significant manufacturing layoffs as part of workforce reduction.
KTM is toast. I've been a KTM fanboy since 1972, that ended in 2019 when they started slapping orange plastic on 3rd world Bajajis.
You ever see, or ride in, a Bajaj? I have. It's primitve copies of 1970s Euro and US technology. Just like most Russian shit.
GREED. Stefan Pierer inherited a small, highly-regarded and profitable company. Wasn't good enough for him, he wanted to be famous and a celebrity and be on TV. Lost sight of KTM's reason to exist, which is making excellent dirtbikes. Piere wanted to "grow the sport"....make that, the TV time and "fame".... and here we are.
Same old process, it happens to many small companies that get too successful. First they "grow the sport/business", and once the $$ starts rolling in they get cocky, "diversify" away from their core business..... and get bought out for schillings on the kroner by 3rd world companies that make things with hammers and fire.
At least one ignoramus here thinks, "well it's assembled in Austria so it's Austrian"...... from shitty metals, with sloppy tolerances, INFERIOR. Ask any KTM Service manager how the BajajKTM 790 adv bikes' crankshafts and valves are holding up 🤣
As someone said, buy Italian or Japanese.
Bye-bye KTM... same as Enfield, VW, Land Rover...... rubbish, like in the streets and canals and fields and any open space in India.
You think finely-engineered "Race Technology" can be made, assembled, or designed in a country where people live like this?
LOL. Pierer definitely did not "inherit a small highly-regarded profitable company."
His ownership group literally purchased the motor division out of KTM's 1991 bankruptcy dissolution.
That San Francisco?
This 50% layoff claim is BS.
Sure the internal restructuring is far from over and unfortunately some people will lose their jobs. That is the reality, the business was not viable as is so they have to change things. Will it work? We will see.
Bajaj interview has been out for 10 days but motorsport just released it with a clickbait title. The exact quote used in the article itself is :
"This is really low-hanging fruit. We observe an opportunity to reduce overheads by more than 50 per cent, including R&D, marketing (including racing), operations, and general administration,”
“The previous management has already reduced headcount from 6,000 to 4,000, which is still considered too high. Interestingly, of these 4,000, only about 1,000 are blue-collar; 3,000 are white-collar, which is perplexing because the blue-collar employees make the motorcycles."
"Future volume shifts will impact blue-collar employees relatively lightly; the issue will be with expensive white-collar headcount."
Racing will be impacted, they will keep reducing their involvement, as already happened this year, supporting fewer teams and riders, trying to find investors for their MotoGP team and likely stopping funding Moto3 and Moto2 teams, keeping only paying customer teams.
He did not say anywhere he was about to layoff 50% employees, be it in the racing department or elsewhere.
Those pictures could be from parts of many cities in the USA, including mine. Indeed, many cities all over the world. I wonder how many of the white-collar workers Bajaj doesn't think they need were in R&D, procurement, shipping and deliveries, stock/restocking, customer relations and other "service" related parts of the business. Sad times, kiss this business goodbye as we knew it.
Im buying all the 350”s I can get my hands on….trimming the fat & getting rid of corporate empty suits is job #1 to regaining dominance
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