Riding Impression: 2006 KTM XCs

KTM became a sales powerhouse by exploring and exploiting niche market segments. It built fully equipped, high-performance enduro machines when few others did. The marque produced odd-displacement motorcycles whether there was a class for them or not, such as 300cc two-strokes and 400cc four-strokes. The most consistent priority was producing competition-ready off-road race bikes. The new XC line continues and expands this tradition.

DXCs were KTM's specific desert racing bikes in the late '80s and early '90s. Those morphed into MXCs as the popularity of cross-country racing outweighed the need for a machine set up for Western-only conditions. And now with the off-road landscape changing to rougher, shorter loops and sometimes more motocross-styled competition in off-road racing, the XC was born.

Drawing more from the SX line than from anything else, the engines are SX spec with a little off-road taming thrown in. A new XC-specific gearbox is stuffed in the cases. This is a semi-close-ratio five-speed in the 250 and 300cc two-strokes and a six-speed in the 200cc two-stroke and the 450 and 525cc four-strokes. The goal was to have wide enough spacing to get the engines to pull for a long time in each gear without the gappy spacing of the EXC box. Unlike the MXC line they replace, the XC models keep a low enough first gear but still run plenty fast up top like the MXCs. No regearing needed. The suspension components are SX spec with internal settings derived from motocross suspension but set up for an aggressive, race pace. The 18-inch rear wheel, larger-capacity fuel tank with quarter-turn cap removal, lighting capability and electric starting on the four-strokes pad the package for off-road race readiness. The four-strokes are clean enough to meet off-road emission standards from the EPA and California Air Resources Board, and the bikes have the correct serial-number digit to obtain a California green sticker. On the other hand, none of the XCs come standard with a spark arrestor, which is required for riding on open public lands. All of the two-stroke XCs have a slim tank that hides 2.9 gallons of gas.

Another variant of the XC is the two-stroke XC-W, which is focused more for the recreational rider in suspension setup and internal gearing. These models have EXC suspension components and settings; in addition, the transmissions are wide-ratio and come in 200, 250 and 300cc displacements. Four-stroke 400, 450 and 525 EXCs are still offered. So there is a KTM model for every off-road niche, especially for those committed to the two-stroke.

We were invited to the Wisp round of the GNCC series to get a first impression of the bikes in the environment they were designed to work in. KTM took the journalist fleet out to a riding area near the Maryland resort town to give us a chance to ride all the bikes on some local cross-country racing trails and get set up for the Industry class in Sunday's GNCC program. Dirt Rider's staff took a spin on each of the bikes and here is what we thought.

200 XC

Since KTM has been in the 200cc game, it has built the pick of the litter, whether you were looking to score low in the 200cc B class at a local enduro or ride the toughest trails you could find. The motor has been hopped up from the EXC spec with beefier crank bearings, so it could reliably pump out a bit more power. The jetting is improved and set to match the new, larger-volume intake tract and new pipe. The changes give the 200 a more pronounced bottom-end and what feels like more power throughout the rpm range. It runs a lot more like the 200 SX did, but with no violence at all in the delivery. This size bike stays feeling light on any terrain, and it never left us searching for more power in tight and technical going. With six speeds it grows pretty long legs when the terrain opens up. It may even be faster than the 250 or 300 in outright top speed; it just needs a little more time to build up the steam to use the top of sixth.

We loved the new settings the XC suspension is sporting. Cured are all of the blowing-through-the-stroke issues EXC suspenders had, while still riding light on the wheels. It's plush enough to take the snaps and pings out of the wheel hits, a trait that's especially noticeable on a lighter machine, which has more of a tendency to dance under you.

250/300 XC

Straightaway, the 300 was our favorite do-all XC and the proper choice for Bryan Nylander to use to tackle the Wisp (see previous page). But both of these machines are strikingly similar on the spec sheet and on the trail, differing only a little in power and delivery.

The big story for these bikes is the new design of the frame. KTM wanted to get a better steering feel and accomplished this with a slight repositioning of the head tube. Basically, the steering tube was lowered 5mm on the frame then tucked back 3mm to pull the rake back to within one-half degree of last year's bike. The adjustable triple clamps on all of the XCs come standard in the 20mm-offset position, but the steering stem can be reversed for an 18mm position. On the motor, both 250 and 300 machines feature a Brembo hydraulic clutch unit along with a host of changes to the cylinder, power valve, crank and piston. All the changes make for a lighter and tighter power delivery and less vibration.

These motor configurations are exactly what a race setup for GNCC should be. Both bigger two-strokes pack the power of the SX but balance that with a smoother delivery. It is not as tame as an EXC but is always predictable and ready to light up with a snap of the clutch. And the clutch is noticeably improved in feel with a more controlled, less sudden engagement, though those accustomed to the Magura will find the action a little slow in the beginning. The difference between the 250 and 300 is mostly in the style of delivery. The 300 thrives in the low, low rpm torque. Through the length of the powerband it builds revs slightly slower than the 250 does, always with more torque feeling. Top-end power seems similar on both, while the 250 suits a more aggressive rider who likes to ride in higher rpm and wants more snap from the engine's power character alone. It isn't shy on torque, but it is noticeably happier with the power valve open.

Handlingwise, you can really feel the improved front-wheel plant yielded by the frame changes. The steering effort may have become slightly heavier, but now the front wheel feels a lot more positive in the turns, especially when going in hard and hot on it.

450/525 XC

The four-strokes of the line have become more focused for duty. The 450 got the most significant change—the short-stroke motor from the SX—along with all the shared XC improvements. Also inside the motors are new starter torque eliminators that are lighter and more durable.

The suspension on the four-strokes was still as plush as we remember with an improvement in progression. The PDS shock received internal changes to the shape of the needle to allow more oil flow through the second piston, with the end result being more progression. On the outside, the shocks (across the line) offer high-speed compression adjustability for the first time on the non-MX orange bombers, so tuning to a higher level is now possible. Up front, the spring preload is externally adjustable and the insides have an improved coating to reduce friction.

On the 525 there shouldn't be any question about the power: It is there. The beauty of this bike is that even with the 3.4-gallon gas tank, it hides its girth well until you pull the trigger known as the throttle. Then the power plays a role in making this bike a monster in all but open terrain. But manage the throttle and the bike isn't much more of a handful than the 450. For bigger guys who need the boost a 525 has to offer, even the tightest tracks in GNCC racing can be managed, merely a gas tank swap (to the 2.4-gallon tank of the 450) away.

The 450's SX-derived engine delivers more outright power than the long-stroke engine and helps give the bike a lighter feel. It may lack some of the basement low chug of the EXC, but it is smoother from the instant you crack the throttle. That's partially due to the improved 39mm carburetor, new airboot and better jetting that KTM has developed (changes which the 525 also benefits from). All the time the 450 has better "connectivity" from the wrist to the rear wheel, which is saying a lot because before it was good! About the only gripe we have is that without the spark arrestor the bark of the thumpers is a bit loud for anything but racing, so think twice before making too much noise where it isn't welcome.

The biggest change from the MXC is the gearbox spacing. First gear is no longer too high but seemingly low enough to handle anything you'd find on a racecourse—even in a bottleneck, where the MXC was trouble unless regeared. The spread is very consistent, especially in second, third and fourth, the work gears; all the more so on the 525 (maybe even too close) due to the abundant torque, though nothing dropping a tooth on the rear couldn't cure if the conditions allow it.

The Verdict

Right from the first look at the XCs you can tell KTM isn't letting anyone else lead the way off-road. The new colors and graphics are only the start of a purposeful redesign of a model line. Obviously KTM is listening to its customers and morphing the bikes it sells to better meet the needs of riders. These aren't one-size-fits-all bikes, nor are they sold knowing the new owner must finish the final 20 percent of setup to make the bike race ready. Your dealer could deliver any one of the XCs to the start line of a GNCC and you'd be ready to go. Except for hand guards, but nothing is perfect!

KTM 300 XC Impression - Racing the Wisp

I had finally finished my first lap and was aiming directly for the KTM EZ-Up along the course for a pit stop. My Popeye-like arms felt like tired rubber bands, my gear was soaked with sweat and I think my tongue was looking for a way to become caught in the spokes. But I couldn't stop now. I had a bike to dial in and get tested!

The GNCC series had hit the rocky ski slopes of the Wisp resort in McHenry, Maryland, and I was finally racing it! I had covered the first GNCC here and remembered some of the gnarly rock gardens. I also recalled gorgeous dirt and what looked like fun trails. What I didn't realize until this moment was that almost all of the 11-mile course was rock gardens—various shapes, sizes and styles of rocks interrupted by the rare "smooth" open stretches on the ski slopes, essentially transfer sections between rock piles.

I had received my first taste of the Appalachian rocks the day prior while shooting photos. After Jimmy Lewis and Dick Burleson made it look easy, it was my turn to try my racebike. I wasn't as crazy about blasting through the gardens as they were; especially after DB demonstrated how to properly ricochet bike and body off the rocks semi-safely into a (relatively) cushy tree. But the 300 XC was surprisingly nimble and easy to control, and I was immediately comfortable in a very foreign place. Used to a Magura hydraulic clutch, I needed time to acclimate to the new Brembo unit's longer engagement action (less abrupt than the Magura's), but the 300's bottom power suited my learning curve; I could short-shift it and lug the engine all day.

That was my plan as I headed to the start-line slope Sunday morning. I lined up next to Lewis, who warned me not to spin the tires on the grass prior to the flag dropping as that would just polish the blades and I could kiss a decent start good-bye. So I readied myself for the green-flag, dead-engine start.

Initially, the big girl hadn't been lighting off on the first kick, but I chalked that up to the bike being new and cold. After the final warm-up session, I clicked her into first, kept the clutch in and put my boot on the starter. Finally the starter's voice rang out with the butterfly-inducing "10 seconds!" and before I knew it the green flag dropped, my foot jabbed the lever down, the 300 roared to life and I was off to one of my best starts ever. Midpack! Hey, I'm just a novice.

Knowing the grass was slick, I kept the rpm low as we raced along the slippery ski slopes and around the two golf course–like corners before funneling through a stand of trees. Then it was just a huge dust storm, and I backed off my pace—no need to auger within the first mile. We were into the first of many rock gardens before long, and I simply concentrated on smooth lines and keeping up my momentum. I did spin on some of the muddy, polished rocks but that was usually a throttle-control issue. I never had the front end tuck or the rear slide when I wasn't expecting it. Nice work from OEM meats. Watching where the other floundering riders were heading was also important and easy on the XC. The motor let me crawl over or through just about every obstacle on the trail: rocks, trees, mud and fallen riders. I thought I would really need the wide-ratio gearbox of the XC-W to handle the endless rocks, but the race-oriented XC transmission did just fine—even at my speed. It does require some right-hand talent, but your name doesn't have to be Salminen to enjoy this machine. The XC was making up for many rider deficiencies. The 300 was a really good choice!

The whole platform was easy to work with. I've never had much of a problem turning orange bikes, but tucking in the bottom of the steering head and raising the frame at the head made it even easier to change directions. While others were fighting their rides, I was able to switch to a better line and simply motor by them. The polished muddy rocks were no fun, but when I hit the dust, I knew there was traction and the rocks no longer stressed me. I never thought I'd be so happy to see dust!

Finally, upon popping out of the woods, above the dust, I saw chairlifts and knew a pit stop was imminent. I reeled in my tongue and panted out to Mark Hyde some impressions of what I was feeling (besides being tired). He turned the compression out four clicks on the shock and two on the fork. The KTM crews soaked up the moisture in my waterlogged goggles and poured some ice-cold water down my back that almost threw me into shock.

Now I was ready to tackle another lap of the Wisp and cruised back out, my new race pace. I uncorked the 300 on the open slope at the beginning of the loop and she ripped, nose held high—yeah, this bike rocks. As soon as I hit the rocks I knew the suspension adjustment was the ticket—this lap was much more pleasant than the first and I could even sit over some of the rocks!

All in all, the 300 XC is the perfect blend for this sport: zappy power when you want it, manageable ponies when you need to be smooth, great ergos even for my 6-foot frame mated with excellent controls, and a nice big tank to make the journey. Despite the record heat and humidity, I had a good time. If I raced GNCCs more often, I'd seriously consider one of these orange beauties—all it would require are hand guards (our test bikes were prepped with them) and gas. No need to begin your ride with the drop of a green flag? Then you should consider the wide-ratio gearbox–equipped XC-W model, which has replaced the two-stroke part of the EXC line and is aimed at making two-stroke trail riding even more fun.
—Bryan Nylander

Opinions

KTM reacts pretty quickly to the obvious, and the XC is proof. They are replicas of factory racebikes, tuned for the regular guy—I know, I raced Juha Salminen's bike. They are copies of the bikes you were building for GNCC or WORCS racing. It isn't rocket science, it's just good business. Give the people what they want. If GNCC racing were my main thing, I'd have a hard time taking any other bike as seriously because I wouldn't have to do anything to one of these and I'm pretty lazy when it comes to building up a racebike. On top of it all is the fact that the small modifications to the frame geometry on the 250 and 300, the size bikes I'd be looking at, really perked up the handling and especially the steering.
Jimmy Lewis - 5'1O"/185 lb/Vet A