The KTM X-Bow is the first car model created by the Austrian manufacturer of KTM motorcycles. Meaning "crossbow" in French1, the name of the model is pronounced Cross-Bow2. Designed in collaboration with Dallara, the X-Bow is equipped with a four-cylinder engine of Volkswagen origin, in this case, that equipping the compact sports GTI Golf.
Homologated for a road use, the X-Bow is nevertheless a tray intended essentially for a use on the circuit; it is thus devoid of doors, roof, and windshield. Its chassis is also entirely made of carbon fiber, which allows it to maintain its weight around 790 kg according to the manufacturer. An uncompromising machine, the X-Bow is the heiress of the little English roadsters such as the Lotus Seven.
Despite a favorable reception by the specialized press after its presentation in 2007, the commercial career of the X-Bow is at the same time penalized by its radical conception and by the effects of the economic crisis. Sales not taking off despite the efforts of KTM, its production is finally interrupted at the end of 2009.
At the origins of the design of the X-Bow is the desire of the firm KTM to diversify its offer. The Austrian brand is then the number two European motorcycle construction behind the German BMW, with nearly 100,000 units produced per year, and is characterized by its productions rather "tempered" character. To compensate for the erosion of its biker customers, KTM decided to offer an offer for motorists3.
The brand does not want to enter the extremely competitive general automotive sector and opts for the production of a radical model, with a purely and explicitly sporting vocation3. The specifications define the specifications of a container without any modern comfort, without doors, without roof or windshield. The X-Bow, at the end of its concept, offers neither air conditioning, electronic assistance, airbag, nor comfortable upholstery4.
The first version of the model is presented in an orange livery at the Geneva Motor Show in March 2007. In September, KTM communicates the prices of the X-Bow, which will be available for sale in spring 2008 from € 45,850 excluding taxes, price comparable to that of its most direct competitors such as Ariel Atom and Caterham CSR 200. Although a doubt still remains about a possible homologation for use on open road5, the production starts in June 2008 and the first models are delivered in August. The European homologation is finally obtained during the year 2009.
In order to meet its goal of producing a model that is as light as it is efficient on a circuit, KTM opts for the use of carbon fiber, which involves using the services of a partner who has the necessary experience to work with this material. The Austrian brand uses Dallara Automobili, a specialist in chassis construction for motor racing7. The meeting between the motorcycle manufacturer and chassis manufacturer is also an opportunity for Giampaolo Dallara to realize an old dream: pay tribute to Colin Chapman by creating an heiress worthy of the Lotus Seven3.
Dallara's know-how is paramount in the design of the chassis. It is even expected that the assembly of the trays would also be entrusted to the Italian specialist, but the success with the public and the many pre-orders recorded from the presentation of the X-Bow prompt the CEO of the brand, Stefan Pierer, to edit its strategy7. Indeed, it is now a question of producing hundreds of frames - a volume much higher than the possibilities of the artisan Dallara. KTM bought the German company Wethje, a specialist in composite materials8, and began construction of a new plant in Graz, Austria7.
Dictated by the requirements of performance, the proportions of this chassis - and therefore, by extension, those of the X-Bow - are uncommon: with 3.74 m long and 1.92 m wide, the KTM is at the times much shorter than a Renault Clio and as wide as a Ferrari F430. Its wheelbase of more than 2,40 m, an important value for a vehicle of this length, rejects the wheels at the four corners and reinforces the atypical pace of the X-Bow7.
Proven mechanics
The Audi S3 lends its mechanical base to the KTM X-Bow.
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The engine noise of the X-Bow.
Just like the chassis design, KTM does not have the experience or the know-how to make a car mechanic. The development of a specific engine block is too expensive for such a project, the X-Bow must borrow a mechanical base from another model. KTM will thus seek within the VAG group the engine of its roadster and stops its choice on the 2.0-liter TFSI block that equips the Volkswagen Golf IV, León Cupra and Cupra R, Audi TTS and Audi S37.
With an engine capacity of 1,984 cm3, this supercharged four-cylinder in-line unit develops, in the version selected for the X-Bow, a power of 240 horsepower - 25 less than the version mounted in the S3, but 20 of more than that used in the presentation of the X-Bow in March 20075 - and 310 Newton-meters of torque, available from the lowest speeds. Given the limited weight of the vehicle, this engine allows the KTM to display a weight/power ratio of 3.3 kg/hp, more favorable than that of a Porsche 911 GT38. In addition, this block also holds the attention of KTM engineers because of its reliability, proven after two seasons of use in automobile competition9. On the other hand, its sound, already particularly discreet even banal at the stop, is quickly entirely covered by the aerodynamic noises due to the absence of roof and windshield10,11.
This engine is mated to a six-speed manual gearbox and also Audi9's original manual control. The use of a double-clutch robotic gearbox type DSG has been considered before being discarded for reasons of weight7. The clutch is also coming directly from the Audi body bank, which gives it an unusual smoothness and ease of use in this automotive segment8.
Like a competition model, the X-Bow is built on the basis of a monocoque chassis made of carbon fiber "tub" type on which are grafted a few body parts, powertrain, and suspensions10 - an architecture based on the intensive use of composite materials and thus guaranteeing lightness and rigidity12.
Developed by Loris Bicocchi, a tester and stage the experienced point that has already worked for prestigious brands such as Bugatti or Pagani3, the X-Bow is shown both handy and efficient thanks to its sophisticated suspension system. Equipped with fully adjustable shock absorbers in compression and relaxation, it is very progressive when pushed to its limits13. Its weight and aerodynamics designed to generate as much support as possible also allow it to run at high curves - KTM also announces a potential of 1.5 G in bend8.
Designed by Gerald Kiska, the brand's "home" designer7, the X-Bow has been studied to provide, thanks to its various body elements and its flat bottom, an aerodynamic support of 48 kg at 100 km / h and of 193 kg at 200 km / h14, which gives it a very high level of adhesion11. In addition, its very heavy weight distribution on the rear axle - the front / rear ratio is 37/63% static and 35/65% dynamic - and its rear axle with self-locking differential allow the X-Bow d 'offer excellent motor skills8
KTM also announces a potential of 1.5 G in turn8.
Designed by Gerald Kiska, the brand's "home" designer7, the X-Bow has been studied to provide, thanks to its various body elements and its flat bottom, an aerodynamic support of 48 kg at 100 km / h and of 193 kg at 200 km / h14, which gives it a very high level of adhesion11. In addition, its very heavy weight distribution on the rear axle - the front / rear ratio is 37/63% static and 35/65% dynamic - and its rear axle with self-locking differential allow the X-Bow d 'offer excellent motor skills8.
Behavior and performance
The driving position, with the removable steering wheel, removed ...
... then flying in place.
Although its mechanical base is directly from mass production vehicles, the X-Bow has been designed as pure sports. Thus, its very bare structure and devoid of any element of comfort allows him to display a relatively contained mass since announced by the manufacturer to 790 kg dry10. This radicality is reflected in the cockpit and the cockpit, which stand out in particular by bucket seats attached directly to the hull, "Schroth" four-point harnesses, an adjustable pedal, and an extractable steering wheel2.
This very sport-oriented design is translated on the road by "raw" behavior, without any filter or compromise13. Without any assistance in driving - power steering, ABS, traction control, etc. -, the X-Bow is extremely precise and lively in terms of road behavior while being, thanks to its mechanics large series, much more docile than a real racing car2. For some journalists, the KTM shows a "bewildering road holding" coupled with a "breathtaking agility" 11, recalling the behavior of a single-seater13. However, the X-Bow remains relatively easy to use and healthy in its reactions when conducted at the limit10, which makes it much less demanding to drive - but also less "thin" and effective - than Ariel Atom15.
In addition, thanks to its weight content, the X-Bow reaches a very high level of performance given its power level. The 0 to 100 km / h is thus announced by the manufacturer in 3s 94, while the 160 km / h are reached in 11 seconds16. On the other hand, it reaches a maximum speed of only 217 km / h - a relatively modest value for a vehicle with 240 horsepower17. Its aerodynamic profile, designed to provide support primarily in the context of use on the racing circuit, represents a handicap in pure speed because it generates a significant drag.
This generally positive balance sheet is however tarnished by the only real complaint made to the X-Bow: its weight. Weighing less than 800 kg, it remains significantly lighter than a "standard" car, but is nevertheless much heavier than its direct competitors such as the Ariel Atom (530 kg) or the Caterham CSR 200 (630 kg) 7. It is also heavier than the first versions of the Lotus Elise, which stood at 720 kg18 and yet were equipped - unlike the KTM - doors, side windows, a windshield, a system heating or a removable roof.
Homologated for a road use, the X-Bow is nevertheless a tray intended essentially for a use on the circuit; it is thus devoid of doors, roof, and windshield. Its chassis is also entirely made of carbon fiber, which allows it to maintain its weight around 790 kg according to the manufacturer. An uncompromising machine, the X-Bow is the heiress of the little English roadsters such as the Lotus Seven.
Despite a favorable reception by the specialized press after its presentation in 2007, the commercial career of the X-Bow is at the same time penalized by its radical conception and by the effects of the economic crisis. Sales not taking off despite the efforts of KTM, its production is finally interrupted at the end of 2009.
At the origins of the design of the X-Bow is the desire of the firm KTM to diversify its offer. The Austrian brand is then the number two European motorcycle construction behind the German BMW, with nearly 100,000 units produced per year, and is characterized by its productions rather "tempered" character. To compensate for the erosion of its biker customers, KTM decided to offer an offer for motorists3.
The brand does not want to enter the extremely competitive general automotive sector and opts for the production of a radical model, with a purely and explicitly sporting vocation3. The specifications define the specifications of a container without any modern comfort, without doors, without roof or windshield. The X-Bow, at the end of its concept, offers neither air conditioning, electronic assistance, airbag, nor comfortable upholstery4.
The first version of the model is presented in an orange livery at the Geneva Motor Show in March 2007. In September, KTM communicates the prices of the X-Bow, which will be available for sale in spring 2008 from € 45,850 excluding taxes, price comparable to that of its most direct competitors such as Ariel Atom and Caterham CSR 200. Although a doubt still remains about a possible homologation for use on open road5, the production starts in June 2008 and the first models are delivered in August. The European homologation is finally obtained during the year 2009.
In order to meet its goal of producing a model that is as light as it is efficient on a circuit, KTM opts for the use of carbon fiber, which involves using the services of a partner who has the necessary experience to work with this material. The Austrian brand uses Dallara Automobili, a specialist in chassis construction for motor racing7. The meeting between the motorcycle manufacturer and chassis manufacturer is also an opportunity for Giampaolo Dallara to realize an old dream: pay tribute to Colin Chapman by creating an heiress worthy of the Lotus Seven3.
Dallara's know-how is paramount in the design of the chassis. It is even expected that the assembly of the trays would also be entrusted to the Italian specialist, but the success with the public and the many pre-orders recorded from the presentation of the X-Bow prompt the CEO of the brand, Stefan Pierer, to edit its strategy7. Indeed, it is now a question of producing hundreds of frames - a volume much higher than the possibilities of the artisan Dallara. KTM bought the German company Wethje, a specialist in composite materials8, and began construction of a new plant in Graz, Austria7.
Dictated by the requirements of performance, the proportions of this chassis - and therefore, by extension, those of the X-Bow - are uncommon: with 3.74 m long and 1.92 m wide, the KTM is at the times much shorter than a Renault Clio and as wide as a Ferrari F430. Its wheelbase of more than 2,40 m, an important value for a vehicle of this length, rejects the wheels at the four corners and reinforces the atypical pace of the X-Bow7.
Proven mechanics
The Audi S3 lends its mechanical base to the KTM X-Bow.
MENU0: 00
The engine noise of the X-Bow.
Just like the chassis design, KTM does not have the experience or the know-how to make a car mechanic. The development of a specific engine block is too expensive for such a project, the X-Bow must borrow a mechanical base from another model. KTM will thus seek within the VAG group the engine of its roadster and stops its choice on the 2.0-liter TFSI block that equips the Volkswagen Golf IV, León Cupra and Cupra R, Audi TTS and Audi S37.
With an engine capacity of 1,984 cm3, this supercharged four-cylinder in-line unit develops, in the version selected for the X-Bow, a power of 240 horsepower - 25 less than the version mounted in the S3, but 20 of more than that used in the presentation of the X-Bow in March 20075 - and 310 Newton-meters of torque, available from the lowest speeds. Given the limited weight of the vehicle, this engine allows the KTM to display a weight/power ratio of 3.3 kg/hp, more favorable than that of a Porsche 911 GT38. In addition, this block also holds the attention of KTM engineers because of its reliability, proven after two seasons of use in automobile competition9. On the other hand, its sound, already particularly discreet even banal at the stop, is quickly entirely covered by the aerodynamic noises due to the absence of roof and windshield10,11.
This engine is mated to a six-speed manual gearbox and also Audi9's original manual control. The use of a double-clutch robotic gearbox type DSG has been considered before being discarded for reasons of weight7. The clutch is also coming directly from the Audi body bank, which gives it an unusual smoothness and ease of use in this automotive segment8.
Like a competition model, the X-Bow is built on the basis of a monocoque chassis made of carbon fiber "tub" type on which are grafted a few body parts, powertrain, and suspensions10 - an architecture based on the intensive use of composite materials and thus guaranteeing lightness and rigidity12.
Developed by Loris Bicocchi, a tester and stage the experienced point that has already worked for prestigious brands such as Bugatti or Pagani3, the X-Bow is shown both handy and efficient thanks to its sophisticated suspension system. Equipped with fully adjustable shock absorbers in compression and relaxation, it is very progressive when pushed to its limits13. Its weight and aerodynamics designed to generate as much support as possible also allow it to run at high curves - KTM also announces a potential of 1.5 G in bend8.
Designed by Gerald Kiska, the brand's "home" designer7, the X-Bow has been studied to provide, thanks to its various body elements and its flat bottom, an aerodynamic support of 48 kg at 100 km / h and of 193 kg at 200 km / h14, which gives it a very high level of adhesion11. In addition, its very heavy weight distribution on the rear axle - the front / rear ratio is 37/63% static and 35/65% dynamic - and its rear axle with self-locking differential allow the X-Bow d 'offer excellent motor skills8
KTM also announces a potential of 1.5 G in turn8.
Designed by Gerald Kiska, the brand's "home" designer7, the X-Bow has been studied to provide, thanks to its various body elements and its flat bottom, an aerodynamic support of 48 kg at 100 km / h and of 193 kg at 200 km / h14, which gives it a very high level of adhesion11. In addition, its very heavy weight distribution on the rear axle - the front / rear ratio is 37/63% static and 35/65% dynamic - and its rear axle with self-locking differential allow the X-Bow d 'offer excellent motor skills8.
Behavior and performance
The driving position, with the removable steering wheel, removed ...
... then flying in place.
Although its mechanical base is directly from mass production vehicles, the X-Bow has been designed as pure sports. Thus, its very bare structure and devoid of any element of comfort allows him to display a relatively contained mass since announced by the manufacturer to 790 kg dry10. This radicality is reflected in the cockpit and the cockpit, which stand out in particular by bucket seats attached directly to the hull, "Schroth" four-point harnesses, an adjustable pedal, and an extractable steering wheel2.
This very sport-oriented design is translated on the road by "raw" behavior, without any filter or compromise13. Without any assistance in driving - power steering, ABS, traction control, etc. -, the X-Bow is extremely precise and lively in terms of road behavior while being, thanks to its mechanics large series, much more docile than a real racing car2. For some journalists, the KTM shows a "bewildering road holding" coupled with a "breathtaking agility" 11, recalling the behavior of a single-seater13. However, the X-Bow remains relatively easy to use and healthy in its reactions when conducted at the limit10, which makes it much less demanding to drive - but also less "thin" and effective - than Ariel Atom15.
In addition, thanks to its weight content, the X-Bow reaches a very high level of performance given its power level. The 0 to 100 km / h is thus announced by the manufacturer in 3s 94, while the 160 km / h are reached in 11 seconds16. On the other hand, it reaches a maximum speed of only 217 km / h - a relatively modest value for a vehicle with 240 horsepower17. Its aerodynamic profile, designed to provide support primarily in the context of use on the racing circuit, represents a handicap in pure speed because it generates a significant drag.
This generally positive balance sheet is however tarnished by the only real complaint made to the X-Bow: its weight. Weighing less than 800 kg, it remains significantly lighter than a "standard" car, but is nevertheless much heavier than its direct competitors such as the Ariel Atom (530 kg) or the Caterham CSR 200 (630 kg) 7. It is also heavier than the first versions of the Lotus Elise, which stood at 720 kg18 and yet were equipped - unlike the KTM - doors, side windows, a windshield, a system heating or a removable roof.
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