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Subscribe to nearly 50 years of Cycle News Archive issues: www.CycleNews.com/Archives was exactly what we needed to jumpstart sales. We only had to convince the factory. In the summer of '89, Rod Bush and I traveled to Matig- hofen to present our 1990 mod- el-year sales plan and business case for adding a 300cc model to the line. The "hospital staff" already had canvassed the other KTM importers and distributors. To a person, each expressed little confidence in the 300cc model, based on their experienc - es with the 1985 and '86 273cc and ill-conceived 1987 and '88 350cc examples. Furthermore, as newcomers to off-road motorcycling, they couldn't get past the FIM's 125cc, 250cc and 500cc class distinctions. The 300cc model didn't fit neatly into an existing segment. We had anticipated these pushbacks and came prepared with a presentation about the rapidly growing vet classes in U.S. racing and how displace - ment wasn't an issue for those categories. We also had data showing that almost 70 percent of the current KTM owners were not racers. They were trail riders, and most were older— 40-plus years—which meant a lightweight motorcycle with excellent response and torque would be perfect for their needs. In the end, even though the other importers would not support the 300cc concept, we convinced the factory to build an initial production for the U.S. We were given one year to prove the concept. Our credibility, and possibly even our futures with the company, were at stake. The first KTM 300 MX, EXC, and D/XC models hit the U.S. market in the spring of 1990 as part of KTM's largest model line offering to that point, some 14 models. They generated positive reviews in magazines and in the pits. Most importantly, at the end of the year, they represented the best-selling KTMs in the U.S. I campaigned one myself that year (and exclusively through the '90s) and was amazed at the wide variety of races in which it was competitive. I raced every - thing from weekend motocross to desert hare and hounds, enduros, hare scrambles, GPs, even Vegas to Reno. I always thought of it as "my" cheater bike in the vet class. Fast forward to the end of that decade, and the 300 was the best-selling full-size model in the KTM lineup, not only in America but globally. I believe this is even true today. None of this might have come to pass if KTM hadn't gone through bankruptcy in 1991 and Stefan Pierer and his Cross Holding investment group had not taken ownership. Once Pierer took over the reins, KTM never stopped moving forward, continuing to develop and invest in newer, better designs, always seemingly one step ahead of the competition. Most of all, the company never neglected its two-stroke line while other man - ufacturers, mainly the Japanese, only focused on four-strokes. KTM was the first to incor - porate an electric start into a modern-day competition two- stroke engine (with, again, a lot of encouragement and input from the U.S.), and later, elec - tronic fuel- and direct-injection. Suffice it to say, the 300cc two- stroke models offered today are some of the most sophisticated, fun, and confidence-inspiring motorcycles ever built. Eventu - ally, the technology would be transferred to its Husqvarna and GasGas lines, and other compa - nies would follow suit. Now, I'm sure the 300cc two- stroke would have eventually found its way into production. It is simply too good of an idea. Still, history will show that a small group of highly motivated off-road executives in the U.S. and an innovative little (at the time) company in Austria got the first example into full-scale production. It's hard today to imagine the non-existence of a 300cc model, which shows the impact it has had on off-road riding and racing. Some of my best-ever days on a motorcycle have been on a 300. It definitely has made a mark on me. CN CNIIARCHIVES P116 "The 300 was the best-selling full- size model in the KTM lineup, not only in America but globally. I believe this is even true today." – Scot Harden