2010 KTM XCs and 450 XC-W ISDE Edition

KTM 250 XC
There is a lot of goodness in the $7898 250 XC two-stroke, with some of the best news being that KTM hasn't forgotten it. Despite having little competition in the class, KTM upgraded the combustion chamber and ignition mapping to improve the E-start engine specifically for cross country racing. The engine is more aggressive than the XC-W but milder than the SX barkmaster. As far as the chassis goes, the 250 gets the 22mm triple clamps that the other bikes do, but not the steeper rake of the 150 XC. There are fresh internal settings for the suspension. The fork and shock have received major mechanical and design changes in the last two years chasing the proper flex combination for the upper and lower fork tubes, and that chase included a swap in fork tube vendors to have the same supplier as Showa and KYB. For now it is trying to get the most from an already good combination. Like the other XCs the 250 is a bare-minimum racer. It has flag-type handguards, a kickstand that is super light and tucked well away and a 2.9-gallon fuel tank that is thankfully semi-transparent white for 2010 rather than the former how-much-gas-do-I-have black. There is no spark arrestor, but the bike should pass most sound tests you will run into.

In the West the KTM 300 XC gets the most attention, but for most of the U.S. the 250 is the money size. After comparing the two over the same trail loops, we can see why. For a two-stroke the 250 is smooth and controlled off the bottom, and you can ride at rpm that don't have the powervalve open, and the engine is docile, tractable and doesn't try to spin or dig holes. Feed it a little more throttle and the bike snaps to life and offers impressive boost and serious acceleration. Despite the power the 250 always minds its manners, and the bike feels light and maneuverable on the trail with little effort required for quick side-to-side transitions. Everyone was happy with the suspension on the WORCS track. It proved supple enough for roots and rocks, yet handled the landings of the mx section and the slams of the WORCS X obstacles. All the while the 250 XC - even with the E-start - remains even lighter than any E-start 250F. This is a very capable and serious race bike.

During the race we noted that the factory supported riders tended to gyrate toward thumpers, but as we got farther into the pack and higher up the pay-for-it-yourself scale, we started seeing a much larger percentage of two-strokes, and KTMs in particular. After riding the 250 XC, those observations make perfect sense. This bike is an exciting, effective and dollar-wise way to race. No other 250cc two-stroke is as refined, and of course, this one has the button. Love it.

KTM 300 XC
As far as changes go, the 300 has the least for 2010, and it may seem a contradiction to praise changes for the 150 and 250, but in this case the airbox, radiator cap and the thicker pipe are plenty of upgrades. For most two-stroke die-hards, the KTM 300 engine is the pinnacle of engine perfection, and it is hard to believe that major changes would all be positive. It has smoooothhh delivery, ample grunt and more meat than a 250 without the annoying chugginess that make 500cc two-strokes less than fun. If you only ride the 300 it seems flawless, and like you couldn't imagine a better power plant. When you ride it side by side with the 250 you realize that there is a little vibration that creeps in, and that the bike is a little more prone to lunge with small throttle openings in highly technical riding. None of these things detract much from the major league smile factor that the 300 produces, though. At least we can see why the 250 is a better seller in the East!

There is no difference between the 250 and 300 chassis, so it is every bit as good as the 250 - which means really fine. The bike feels light, and easily does everything you could ask of it off-road. On the mx portions of the WORCS course, the 300 is more like a four-stroke than any other modern two-stroke. The engine pulls a tall gear out of corners, and it has plenty of short-run boost and tractability for jumps right out of turns. For the rider contemplating a do-all bike with track riding in the equation, the $7998 300 would be the choice for us.