We are pleased to publish on our pages the interview with our Associate Director Silvia Schweiger by Matteo Senatore on the KTM crisis that appeared in Formula Passion. Read the original italian feature here.

To better untangle the financial chaos surrounding the manufacturer from Mattighofen, we interviewed Silvia Schweiger, Associate Director, Executive Marketing and Commercial at RTR Sports Marketing.

During this first month of MotoGP’s winter break, the attention of all the media has understandably focused on the financial turmoil surrounding the KTM factory, which has recently gone into receivership. The total debt is estimated at 2.9 billion Euros. 300 redundancies have been announced, adding to the staff cuts already made in the spring.

In this context, it is clear that the same commitment to MotoGP by the Austrian manufacturer is under threat. Carlo Pernat, manager of Enea Bastianini, the team’s new signing, explained how the four motorbikes should regularly take to the track next year, but there will likely be no technical development during the season.

To better understand this delicate situation from financial, sponsorship, and rider contract perspectives, we interviewed Silvia Schweiger, Associate Director, Executive Marketing and Commercial at RTR Sports Marketing, a well-known sports sponsorship agency with 30 years of experience in MotoGP and motorsport in general.

Hello Silvia, and thank you for accepting this interview with FormulaPassion.it. First of all, I’d like to ask you: how difficult is it for a sponsor investing in a MotoGP team to deal with an emergency as serious and particular as the one KTM is facing?

It’s certainly not the optimal situation to be in. However, we have to consider that in modern sponsorship—especially in championships like MotoGP—sponsors are real partners and are involved in conversations about the future of the sports property. They don’t usually learn this news from the newspapers but from a daily relationship with the team and their advisors.

So I hope the team has first reassured them and is now thinking about strategies to deliver the promised value to sponsors beyond the events.

Of course, it is not easy, but one has to look for ways to minimize the damage.

I would say, even more so in light of these situations, that it is crucial for sponsors to have the support of serious professionals to help them carefully evaluate all opportunities before investing in a sponsorship, during the sponsorship, and in the most delicate and complex times.

Is there, in your opinion, a risk that the agents and sponsors of the various riders will press for the contracts of their clients to be terminated and for them to go elsewhere if they do not receive the right guarantees?

The riders’ agents—because this is their job—always have open conversations on several fronts, maintaining and cultivating relationships with multiple parties. Their goal is to keep their client in the top category of two-wheel racing and in the best possible competitive situation. It is normal for conversations to adapt as events unfold.

From there to pressing for contracts to be terminated is a big leap. On one hand, contracts—especially modern ones—are strong, well-drafted legal instruments with little room for maneuver; on the other hand, you have to be careful because where one door closes, another may open.

I also understand that riders’ personal sponsors may have concerns or reservations, but if there are contracts in place, they must be respected.

The role of an independent agency like ours, for example, is to find the best partnership for the client based on their objectives and support them at all times. If for any reason this is no longer the case, we analyze the facts and evaluate alternatives—always respecting existing agreements and contracts.

Is it realistic, in your opinion, to think that Red Bull, as much of a global giant as they are, could finance KTM’s entire MotoGP business? And from their point of view, would it make sense to do so?

Red Bull has publicly stated that it wishes the best for KTM but will not financially support the company’s crisis. So, what happens in Mattighofen will remain the business of Stefan Pierer and his team.

Team ownership, on the other hand, is a slightly different subject, which, as we know, is historically more interesting to the energy drink company. However, they are unlikely to replicate what they did in Formula 1, as the brand is now in a different historical phase. It’s not so much an economic issue—this would be a drop in the ocean for them—but one of value and strategy.

They could, however, consider co-ownership or a shared project.

What impact could such a situation, especially if it were to deteriorate further on a sporting level, have on the overall image of MotoGP?

MotoGP is a healthy and growing sport. The interest of Liberty Media, the rebranding, and the innovations introduced are clear examples of this.

The KTM crisis is an issue, of course, but we must not confuse the container with the content. Years ago, Suzuki left MotoGP after winning a world championship shortly before and winning the last race before retiring. It was a bad blow, but the world didn’t collapse, and it won’t collapse this time either.

The subject of the minimum number of bikes on the grid certainly remains open: if the four KTMs were to leave, it would mean 18 riders on the track. But there are other possibilities. I believe some investor will step in to support them.

There have been discussions for some time about a possible entry of other manufacturers—BMW springs to mind—into MotoGP, perhaps with the new 2027 regulations. Could this also have an impact, in your opinion? And of what kind?

MotoGP is coveted by many other manufacturers, and it’s no secret that Dorna and the governing bodies would welcome new marques with open arms.

The reason why many large groups do not enter the World Championship is not economic but performance-related: nobody wants to take to the track and be a second a lap behind rivals.

BMW recently had a very successful campaign in SBK, winning a major title, thanks in part to Razgatlioglu’s extraordinary year. While it’s clear BMW is heavily invested in the supersport road market, it remains to be seen whether they will confirm their interest in prototypes.

I don’t believe KTM’s potential exit would incentivize other manufacturers to enter MotoGP.