2010 KTM XCs and 450 XC-W ISDE Edition

It is rare these days to attend a multi-model off-road bike introduction and see a small-bore two-stroke as the focus of attention. For many brands two-strokes are either missing completely or rendered all but obsolete by lack of attention and change. But we are talking KTM here, and the Austrian off-road giant remains firmly behind premixers while pushing forward with modern four-strokes. Despite trimming its model lineup for 2010, KTM offers a wider range of two-stroke displacements and models than any other brand, and they are steadily improving the breed while still developing four-strokes as well. Talk about our kind of multitasking. Changes that these bikes all have in common are a new airbox and Twin-Air filter element, a fork seal and bushing with less stiction, Renthal diamond-pattern grips, new front brake pads and the 2009 SX front brake caliper that has more power and better feel. And, naturally, the graphics are new.

KTM 150 XC
For 2010 most of the two-stroke attention was lavished on the new 150 XC that replaces the 200 XC. The engine itself is not all-new, but rather an off-road incarnation of the 144/150 SX that KTM has made for a few years. As is common when KTM ups an SX model to XC spec, there is a little more flywheel effect, and the $6998 150 XC has more torque down low under the powerband. Perhaps part of that feeling is the new gearbox. First through third gears are ratios the XC shares with the SX, but the final drive gearing is lower to make first more useable in technical terrain. Of course that closes up the gaps between first, second and third gears. The internal ratios for fourth through sixth are spread just a bit, so top speed is a taste higher than an SX. Those trans changes are all-good for off-road, and we noticed no adverse affects on the moto prowess of the machine either. To aid cooling the radiator cap has a higher rating for all two-stroke models, and all the two-stroke pipes use steel that is a full millimeter thick for better durability.

KTM has billed the XC line as well-rounded bikes that are happy at any sort of closed course racing. This 150 won't tarnish that reputation. Riding the bike at low rpm is impressive in the fact that the engine pulls willingly and smoothly before it comes on the pipe. Honestly, in a serious race situation that bottom power isn't good for much. It will get you through horrible slippery rock and root sections, but in reality, at race pace any serious rider will use the clutch to slam the rpm up into the powerband and let the bike rip. Even running with 250Fs, you need to have the engine singing, and that is doubly true if you compete in an age classification against big bikes.

Once the engine is percolating, it makes good boost that will keep any 250F honest. Grabbing gears allows healthy acceleration. Any rider moving up from a 125 of any stripe will be blown away by the power increase. The only riders we worry about are those currently on a KTM 200 XC and looking for a new weapon. As a package the 150 is super impressive, but the 200 it replaces was healthier off the bottom. The 150 is more civilized, has less vibration, and probably has the gearbox ratios better suited to the power, and it feels lighter, but if you have come to rely on the 200's mid-range grunt, you could be in for a period of readjustment.

New for 2010 is a frame with a half a degree steeper head angle for quick and nimble handling combined with a triple clamp offset jump from 20mm to 22 for a more planted, less busy front end feel. Actually, the previous triple clamp had the option of 18mm or 20mm thanks to a reversible stem. The 22mm clamp is fixed, and it features 2 lower pinch bolts rather than three. KTM has machined a lot of voids into the clamp, and they liked the revised flex character enough to patent the clamp design, and no doubt they help with lightness.

KTM boasts "ready to race" for all its bikes, and we found that literally true. Jimmy Lewis was able to run a good pace in the pro class of the endurocross-style WORCS X event at Straddleline Park in Washington state. The bike proved a weapon in the plus 35 pro class for the regular WORCS race as well. We also went for some trail riding in the Capital Forest, and we found the power and suspension leans toward race performance at some sacrifice of trail comfort. Of course, the XCs are race models, and KTM sells the XCW models for trail and race use, but no doubt some riders will buy the XC with some trail use in mind. Softening the suspension clickers up to six clicks helped a great deal in rocks and roots at a trail pace.

The 150 is a light, fast, nimble and racer with all the goods to get the job done. You won't find a better all-rounder in a small-bore two-stroke package.