When the motorbikes race around the track at the ADAC MX Masters, it is not just the rider who determines whether the result is outstanding or a failure. A key to success that should not be underestimated is the suspension. Two people who understand the interplay between fork, shock absorber, rider and motorbike down to the last detail are Hendrik Nolting from PEPPER Motorsport and Marc Odenthal from ORS Suspension. Two individuals from two different generations with contrasting backgrounds – and yet they speak the same language.
Hendrik Nolting is of the old school. He began his professional career in motorsport in 1988 as a mechanic for Bert von Zitzewitz, at a time when a mechanic was still responsible for the entire motorbike. Nolting subsequently worked as a mechanic for riders such as Andi Kanstinger and Bernd Eckenbach, crowning his ‘mechanic’s career’ with Shayne King’s 500cc world championship title on the 360cc KTM. This was followed by an impressive career in KTM’s development department and at WP in the Netherlands. “I had the advantage of being able to learn a great deal at KTM and WP and try out all sorts of things,” he says, looking back. It was precisely this period that shaped him – his understanding of how things fit together, his willingness to experiment, and his eye for detail.
Marc Odenthal, on the other hand, represents a new generation. His journey began in the traditional way – through the sport itself. As a child, his father introduced him to motocross; later, he became an ambitious amateur rider, competing in the odd race as part of the German Motocross Championship. His entry into the world of suspension came rather by chance – and on his own initiative. “I was a bit dissatisfied with the service provided by the suspension specialists at the time,” he explains. So, motivated and supported by Jürgen Schulz of S-Tech Racing, he began tinkering with the suspension himself, testing and learning – initially for himself and his brother, and later for an ever-increasing number of riders. “I learnt a great deal by making changes and then being able to test them straight away whilst riding. That led to a steep learning curve,” explains Odenthal.
What unites them both is their passion. “If you don’t love it, you won’t stick with it for long,” is how you could sum up their attitude. For Odenthal, it’s clear: “If the work doesn’t feel like work, then you’re in exactly the right place.”
The path to the perfect set-up
Despite their different backgrounds, both follow a similar philosophy. The path to a good suspension set-up always starts with the basics. “First the spring, then the balance, and only then the clicks,” says Nolting, explaining his approach. For him, one thing is clear: without the right spring rate and correct bike balance, fine-tuning makes no sense. Odenthal takes a very similar view. For him, too, it all starts with the foundations. “The most important thing is to determine the right springs based on body weight, which also depends on height,” he says. Only when the motorbike is in the correct ‘working position’ can you start working on the details. Both emphasise that there is no one-size-fits-all solution. Every rider is different. Nolting compares his work to a visit to the doctor: “My job is to ask the right questions.” This is because riders are often unable to pinpoint their problems specifically. This is precisely where the real work of the “suspension whisperers” begins.
Professional or amateur rider? The process is the same
An interesting point when it comes to finding a good suspension set-up: the approach hardly differs at all, regardless of whether the riders are experienced professionals, amateurs or beginners. “The result varies, but the process is the same,” says Nolting. Odenthal confirms this too: “The steps are essentially the same.” The difference lies more in the details. Professionals often know exactly what they want. Beginners need more guidance. But both deserve the same standard of service. For Odenthal, this is a key point: “Beginners have just as much right to a good suspension and the same service as professionals. That’s exactly what used to bother me about other suspension tuners.”
Race weekend: Between shims and the trackside
A look behind the scenes reveals just how intense the pair’s workload is during a race weekend. For Hendrik Nolting, the weekend usually begins on Friday lunchtime, once he has arrived and set up his service vehicle. “Then my door is open to anyone who needs help,” he explains. Friday is mainly taken up with servicing forks and shock absorbers for his regular customers, but also for riders he doesn’t look after on a regular basis. Saturday belongs to the track. Nolting is in the support pit, watching practice sessions and races, and stepping in when necessary. “If riders want to have one or two clicks adjusted, I’m there.” On Sunday, things quieten down – at least ideally. “If I’ve done my homework properly with the riders and teams, then I’m often just there to put out fires,” he says with a smile.
Marc Odenthal describes a similar routine. For him, too, it all begins on Fridays after arrival and set-up with servicing and tuning discussions. “Then you walk through the paddock, find out how things went last time, and see if there were any problems,” he explains. Saturday is all about constant fine-tuning. Adjusting settings, analysing handling, reacting immediately. On Sunday, it’s mainly about fine-tuning: “Talking a lot, observing a lot, making adjustments – and hopefully ending up on the podium with lots of riders.”
Big names and strong teams
Both have worked with numerous well-known riders and teams throughout their careers and continue to do so today. Hendrik Nolting is currently working closely with the Sarholz team and its riders, such as Tom Koch and Noah Ludwig. In the junior ranks, he coaches the sons of former top World Championship riders Ben Townley and Josh Coppins. In the past, he has also worked with Collin Dugmore and Tanel Leok. Marc Odenthal can likewise look back on an impressive list of achievements. He works with teams such as KTM Kosak Racing, Dörr Motorsport Triumph Racing and the SixtySeven Racing team, and looks after riders such as Max Nagl, Maximilian Spies, Valentin Kees, Scott Smulders, Jan Krug and the up-and-coming talent Luca Nierychlo. Henry Jacobi won the ADAC MX Masters championship in 2018 with Odenthal’s suspension set-ups, and Camden McLellan became champion in the ADAC MX Junior Cup 85. Guillem Farres won the ADAC MX Youngster Cup in 2022 with support from ORS. McLellan and Farres are now works riders for the current Triumph Racing Factory Team and are battling it out with Simon Längenfelder for Grand Prix victories in the MX2 World Championship. The suspension specialists Nolting and Odenthal are deeply rooted in the ADAC MX Masters paddock through their contacts – and play their part in the successes of the riders and teams.
The Fascination of Motocross
Why motocross of all things? For Nolting, it’s the complexity of the interplay between the rider, the team and the motorbike, including all its components: “It’s like a jigsaw puzzle where so many pieces fit together. But if that wrong five per cent doesn’t fit, then you might not end up with 95 per cent of a good result – instead, the whole house of cards could come crashing down!” What fascinates Odenthal most of all is the unpredictability compared to road racing. “The track can change completely from lap to lap,” he says. That’s exactly what makes the sport so demanding – and so special.
Engine or suspension, which is more important?
Both laugh at the question and say, “We’d be shooting ourselves in the foot if we answered ‘engine’ now,” and Nolting then adds seriously: “I reckon you can easily become German Champion with a standard engine. With a standard suspension without personalised set-up, it’s a bit trickier.” Nolting is also glad that he understands the motorbike as a whole and knows how everything fits together. “It’s never just one thing or the other. An aggressive engine can have a major impact on the suspension. If you approach the set-up as a pure suspension specialist without any understanding of engines, you’ll sometimes reach your limits.” Odenthal agrees: “A stock 450 these days already has so much power, which you then have to get onto the ground via the suspension and the tyres, so the suspension is definitely much more important.”
Two approaches – one result
Perhaps the biggest difference between the two suspension specialists lies in their style. Nolting relies heavily on his experience and intuition. Decades in the sport have given him a feel for things that can hardly be expressed in figures. Odenthal, on the other hand, works in perhaps an even more structured way, keeping detailed records and taking a more systematic approach. At the same time, he emphasises: “In the end, it’s still the rider’s feel that counts.” Both approaches lead to the same goal: a motorbike that suits the rider as perfectly as possible.
Tips from Hendrik Nolting
‘The basics first, then the details’ is his clear motto. The correct spring rate and a clean balance are the foundation for everything. If you get this wrong, you won’t achieve miracles with clicks. It’s also important to make changes systematically. ‘Don’t change too many things at once.’ In his view, a common mistake is spending money on cosmetic tuning rather than on performance. “Fancy parts won’t make you any faster.” He is equally critical of a lack of maintenance. Regular servicing – roughly every 25 to 35 hours – is crucial for keeping the suspension in consistently good condition.
Tips from Marc Odenthal
For Odenthal, it all starts with maintenance. “Keeping it clean and servicing it regularly – that’s the be-all and end-all.” Dirt and a lack of maintenance in particular can severely impair performance. Equally important, in his view, are the correct sag and the right springs. Without these basics, no setup will work. He also highlights some often-overlooked points: the linkage, bearings and seals must be in good condition; otherwise, even the best suspension won’t help. His most important principle: “The motorbike must suit you – not someone else.”
