KTM Super Duke custom

KTM Super Duke custom

Most bikes that look outlandish are terrible to ride. But this one is almost certainly the opposite. It’s called SuperSpinne (‘Spinne’ being German for spider) and it’s based on the KTM Super Duke R. According to the builder, Mark Dugally, the bike is ‘a pissed off mix of materials and power. Carbon fiber body work and a chopped-down racing exhaust and frame makes for a very light and nimble machine.’ In stock form, the KTM Super Duke R is a pretty incendiary machine, with a liter-class V-twin pumping out 130 hp and a quoted weight of 186kg (410 lbs). So Dugally has wisely left the engine alone. The Monrovia, C.A.-based builder is an artist at heart, and most of the SuperSpinne’s custom parts are hand-made—although there’s also a sprinkling of goodies from race supplier PSR. It’s not the sort of bike that will be to everyone’s taste, but as Dugally says, ‘If you are looking for a wide-tired, chromed-out skulls and flames trailer queen, then we can point you out to 29 other shops that can help you out.’

2008 KTM 1190 RC8 First Ride

Though its better known as the producer of kick-ass off road motorcycles, KTM has had superbike fans waiting anxiously for the release of its newest land rocket, the 2008 RC8.

One of the most hotly anticipated sportbikes on the planet for 2008 comes from a primarily dirt bike oriented company in Austria. KTM is testing the literbike waters with the 2008 RC8 which it recently unveiled at Spain's Ascari racetrack. Our overseas correspondents from MCN were on hand for the big news and sent this report in an airtight bottle across the Atlantic.

Finally. KTM's superbike is no longer a mouth-watering concept bike, but a real motorcycle that you can actually buy come April for a competitive £10,695.

Thankfully, despite waiting five long years since the concept model was first revealed, this 1148cc twin cylinder superbike has retained its original razor sharp styling. The unique, bold design suggests an element of outrageous aggression which was over exaggerated by the adrenalin packed promotional video we were shown at Spain's Ascari racetrack. With all the endless hype and KTM's reputation for producing focused, road-going, quality motorcycles like the Super Duke 990, the RC8 already had massive expectations to live up to. Could it truly catapult KTM into a new superbike dimension? Or would it merely prove to be a very impressive first attempt for the Austrian manufacturer.

The answer is yes. Twice. Yes, it's a brave, bold move for KTM and one that's destined to be positively received. But the stunning RC8 was definitely not the superbike I was expecting to ride.

The second generation 990 twin-cylinder engine has been totally overhauled to produce a brand new 1148cc powerhouse for the (Race Competition) RC8. Consequently, the RC8 revs 1000 rpm higher than the 990 engine, and although the linear power is useable and completely unintimidating, it doesn't feel as aggressive or as fast as the styling and hype had suggested. There's also a slight abruptness in the power delivery at around 2000 rpm in the first few gears. It's certainly not as obtrusive as Buell's first attempt with its 1125R twin-cylinder sportbike, but it is noticeable during slow speed maneuvers.

Thankfully, as the day progressed, so did my understanding and appreciation of the bike. The engine's actually a very tractable lump. Despite the lairy video and lack of the heart-in-the-back-of-your-mouth stuff that I'd braced myself for, the engine's flat torque curve offers a steady, controllable power that's harnessed in a very comfortable and manageable bike. It's as welcome as a friendly smile and just as easy to live with. The RC8 may have gained the early and unfounded reputation of being a wild animal, but in reality, it's an obedient, house-trained pet. It's just one that looks and sounds like it will rip your leg off.

The second generation of KTM's 990 twin-cylinder engine has been overhauled to produce an updated 1148cc powerhouse with a fairly linear powerband.

As long as the road's not too pitted, the bike glides round bends and devours the tarmac as eagerly as I devour chocolate. And the riding position's surprisingly comfortable, especially considering the bike's genre and competition (Ducati's 1098 for example) On road or track, I had ample room to move around the 805-825mm (31.7-32.4 in.) seat or lay flat on the 16.5 litre (4.35 gal.) tank without my six foot frame feeling even the slightest bit cramped. The super sharp rear and lack of bungee hooks needn't deter riders intent on touring or carrying pillions either, as KTM has thought of everything and supplies enough after-market parts to enable you to use the bike exactly as you wish.

Although it's far more suited to the road than we'd been led to believe, the adjustable handlebars and footpegs vibrate if you let the revs build. It's not as fierce as Buell's new 1125R and only the mirrors (which compare with the Ducati1098's in pointy-pointlessness) vibrate to the point of being amusing. They shudder uncontrollably when steaming along at motorway speeds, and unfortunately also graze your knuckles when trying tight U-turns.

The RC8 is inconsistently sophisticated. You can adjust the ergonomics to suit both your riding style and your demands, (As long as you know what you're tweaking and why you're tweaking it) and the state of the art Zadi instrument dash displays both road and race information separately, but it only has one trip meter and no gear indicator.

While the Brembo brakes are staggeringly good, the gearbox is frustratingly poor. A line of beautiful RC8's flanked Ascari's pit lane, and as each journalist mounted, turned the key and selected first gear, there was a resounding clunk from each bike. Moreover, I managed to find an unwanted neutral on more than one occasion both on road and track, and usually between first and second gear. I took to taking Ascari's hairpins in second to avoid the snatchy fuelling, risk of the green light appearing on the dash and the subsequent and disconcerting free-wheeling of an unavoidable false-neutral. But you can manage the gearbox's quirks by adjusting the gear lever so less input's required from your left foot and by being very firm with each gear selection.

However, the steel chassis, which is built in-house in Mattighofen, is superb. It's super-light and is reportedly as light as a 250GP frame. Together with the adjustable WP suspension, the bike behaves as though it's an extension of you, rather than you having to fight a machine with a mind (and direction) of its own. In that respect, the handling's amongst the best I've experienced and the sportier suspension settings, which KTM suggests, stiffens the bike's front and rear and builds confidence faster than Barratts builds homes.

Okay, we know that KTM's RC8 won't hit American soil until this fall, but here's some first ride impressions from our friends overseas to whet your appetite until you can get your hands on the real deal.

I had wanted the RC8 to be a perfect superbike, a KTM that dreams are made of and that piggy banks are broken for. And it is - in a way. There's the wonderful gnarling rumble from the hidden underslung exhaust, the faultless handling, superior braking, stunning styling and quality finish. But there's also the raw gearbox, vibey buzz, subtle snatchy fuelling and a hard-to-reach side stand.

The RC8 will probably prove to be more useable, more rider-friendly and far more comfortable than the Italian (or American) alternatives. And its styling's enough to entice customers to the showroom on looks alone, especially in its white trim. Plus you'll save a fair few pennies on the purchase price over a Ducati 1098. But if you're really after adrenalin kicks and a bike that demands you tame it before it spanks your butt red raw... well, that's another discussion entirely.

2009 KTM 450 XC-W Bike Test

Does the KTM Ready To Race mantra work for MotoUSA? We sourced a 2009 KTM 450 XC-W and 2008 AMA Hare & Hound Sr. Class Champion Chilly White to test it out.

“The Charmer”

“Ready To Race” is the motto plastered across every piece of KTM advertising. It sort of sounds like a little bit of a challenge, so we decided to take KTM up on it with the 2009 KTM 450 XC-W. The first great plan was to get MotoUSA or KTM or anybody to fly me to the ends of the earth to some exotic locale for some super cool race. Well, I’m not VIP enough for that kind of treatment. Instead it was off to the first local race of the year; the District 37 UMC Enduro. While it may not sound very glamorous, it actually had me a bit more concerned. You see this is the 2009 series where I hope not only to win my class - I want the top overall placing for the season. Needless to say I want to be on a competitive bike.

To keep with the Ready to Race premise, the bike had to be showroom stock. The full extent of the race modifications included jetting and a set of Tire Balls to prevent flats. I bolted on my timekeeping equipment and headed for the starting line. After two of the three loops had been completed I was feeling pretty good. I still had a zero score and felt comfy on the bike. We had been through a couple of challenging sections already and I was able to ride flat out while still being within my comfort zone. The final loop was where the real racing would take place. At the completion of the final 17-mile section I had dropped a total of eight points, overall winner Nick Blais would card a five. This was good enough to give me fifth overall behind factory-supported KTM riders David Kamo and Quinn Cody. I was pretty darn happy, not only with my riding, but the bike that got me there. Ready to Race, you bet!

At first glance if would seem that the ‘09 XC-W line is just a set of bold new graphics away from the models that debuted in 2008. Yet underneath there are a number of significant changes for the new year. The motor features a new cam with an all-new auto decompression system. This completely eliminates some of the electric starting troubles from last year. Other internal changes include new center cases, crank seals, valve springs, ignition, spark plug and clutch plates.

The 2009 KTM 450 XC-W suspension is improved, with revised internals and stiffer spring rates.

On the outside, the chassis changes focus around the suspension. It is almost cliché to say that the KTM suspension is better this year, as it gets better every year. But the effects of the changes this year are huge! The fork tubes are now sourced from Japan and feature a thinner wall and improved chrome plating resulting in lower friction and improved flex. As KTM increased the rigidity of its frames, it is now engineering flex back into the chassis components. This is also seen in the new two-bolt machined bottom clamp and smaller diameter steering stem. The fork clamps are now at a fixed 19-degree offset versus the previous setting of 20 degrees. The shock also gets revised internals and valving as well as a stiffer 7.2n/m straight rate spring. The fork comes with 4.4n/m springs.

At just over 200 lbs, I'm heavier than these designed spring rates, but they still work extremely well even at race speed. For the shock, I am running the static sag at the recommended 35mm and not worrying about the race sag, I did try adding an extra turn of preload but it didn't improve anything. Overall the shock is super stable and predictable. At times I would swear it has linkage. The rebound always feels a little slow and it still has some of that chopper-like feel associated with the new generation PDS system. It does inspire confidence, the back end never kicks even when hitting things at odd angles and bottoming is infrequent.

Up front I am running four turns of preload to the open chamber fork. The stock oil height is probably just a little high, but it provides excellent bottoming resistance. Next on the work list is to try some stiffer spring rates front and rear that are more suited to my weight.

The motor is a joy to ride, power is smooth and progressive. Our jetting changes were limited to raising the needle and a larger main jet. The green sticker-legal stock settings are pretty lean. I have been slow to embrace the move to shorter stroke engines. When they came to the market a few years ago most of them had more abrupt power characteristics and were prone to stalling, which always seemed to come at the worst possible moment. All of the XC-W thumpers feature the same 95mm bore, using different strokes to create the 400, 450 and 530 displacements. The 450 with its 63mm stroke has a nice balance of sweet bottom end and quick-revving characteristics.

White's season-opening efforts in the Hare & Hound series are promising aboard the KTM 450 XC-W.

After the enduro I also raced the Desert MC National Hare & Hound. In the faster sections I did suffer a little against the higher horsepower bikes, but in the super technical second loop of the race I easily made up for that in the rocks and difficult hillclimbs. Where the more aggressive moto bikes were struggling for traction and control, I could just chug up the worst sections, typically in second gear. I previously complained about the low 13/52 gearing when I rode the 2009 Husaberg FE 450, but after two desert races, the gearing is just fine. I only got into 6th gear once at the National, and with a dyno measured top speed of 100 mph; it should be suitable for most situations. It was all good enough to get me to 19th overall and first in class at the first big race of the year.

Speaking of the Berg, these bikes share so many common parts that comparisons are inevitable. Regarding carb vs. fuel injection, I am still all in favor of the FI system as representing the future. There is one exception; I think the XC-W has a broader range of power compared to the standard map setting of the Husaberg. The ‘Berg really requires using all three of its map settings to get the most out of the FI system. So if you are a master of the black arts (i.e. carb tuning) you probably still have a few years to practice your craft.

The other major areas of comparison are suspension and handling. For handling the ‘Berg dominates in ease of turn in, quick transitions and neutral feel in the air. Once settled into a corner both bikes feel pretty similar. In open terrain the KTM takes the upper hand. The fork keeps the front end higher in the stroke letting it easily skim over many obstacles and take big hits without bottoming hard. The bikes do feature significantly different valving front and rear and the difference in weight distribution gives each a distinctive feel. Oh yes, call me old fashioned, but I still prefer the comfort of having the XC-W’s kickstarter, even though both of these bikes start very easy.

Alright, it's easy. Just hop on top of the giant boulder and hold a wheelie while I snap a photo. Oh, and make look easy too!

I got together with Off-Road Editor, JC Hilderbrand, and some of the other guys including our guest photo model and factory KTM racer David Kamo, to do a long desert trail ride. We had put on over 50 miles by lunch and I had yet to switch the 2.4-gallon tank onto reserve, this was fairly easy riding but I am sure it was good for 60-plus miles in those conditions. Later when we were waiting for the last great light of the day to finish up the photo shoot I was keenly aware at the lack of a headlight and made sure to high tail it back before getting caught out in the dark. I know those things cost money, but lighting is one area where the competition gets to chalk one up against the orange bikes.

For most riders, engine service on a modern dirt bike is going to be limited to oil changes and possibly valve adjustments. The oil change procedure is not difficult, just a little tedious. It consists of three drain plugs, one filter and refilling two compartments. The transmission has an inspection bolt that you remove to determine fill capacity, unfortunately it is on the opposite side of the filler hole. The engine compartment has a sight glass, but my experience is that if you fill it with the specified quantity, the sight glass will register overfull until the bike sets for a period of hours, like overnight. So, for example, you cannot just shut the bike off and check the oil level through the sight glass, it will always read greater than the true level. Fortunately our test bike has consumed almost no oil during our time with it. After 30 hours of use, our valves have stayed within spec and no adjustments have been required.

Test rider Chilly White calls it "The Charmer" and hopes the KTM 450 XC-W will be a championship winner.

I think of the 450 XC-W as “The Charmer” because of its girl-next-door characteristics. It is not as flashy as some of its siblings like the beefy 530 or the moto-derived 450/505 XC, but it just seems to get better with every ride. With the wide ratio transmission and plug-in lighting capability, it is an excellent do-everything bike. I know I just raced it, but it really only needs an oil change and air filter to be ready to go out again. I wonder if I could find someone to go to Baja this weekend?

Suspension Setup
Fork/Shock
Rebound 19/22
Compression 18/14
HS Compression - 1.75
Preload/Sag 4mm/35mm Static

Jetting
Stock/MotoUSA
Main 180/185
Pilot 40/40
Needle 1st/3rd (position from top)
Fuel Screw 1.75/1.75

2009 KTM 450 SX ATV Review

KTM makes a wicked ATV motocross machine in the 450 SX, but we tapped Hinson Clutch Components to help us make it even better.

Being the most expensive of anything in the powersports industry is a dubious title. KTM is known for costing a little more off the showroom floor than other ATV and motorcycles. But the distinction of being one of the most expensive mainstream manufacturers doesn’t stem solely from its European roots. The 2009 KTM 450 SX quad is a perfect example of how the Austrian company puts extra features on its machines which justify the cost. However, even the 450 SX isn’t a perfect sport ATV in stock form, and so we enlisted Hinson Clutch Components to guide us through some simple upgrades to make this bike the competitive race winner it wants to be.

Former professional ATV racer and the man behind operations at Hinson Clutch Components, Bryan Hinson knows better than anyone the benefits of his family's products. One of the biggest issues with ATV motocross racing comes in the abusive form of braking bumps. Deceleration chop is bad enough for dirt bikes, but quads have twice as many wheels and the contact patches are much larger. That translates to a big problem when corner entries or steep downhills get hammered out. The solution is Hinson’s BTL (back torque limiting) clutch kit. We all know them as slipper clutches, but while you might assume that only supermoto guys would be interested in this type of product, think again.

The Hinson BTL clutch kit was the
favorite upgrade for our testers.

“The advantages to that,” says Hinson of the BTL, “is that when you’re coming downhill or into corners it allows the rear wheels to freewheel more.” Our testers noted that the difference was huge as they bombed down the notoriously steep hills of Glen Helen Raceway. Not only did the rear end resist kicking around, but riders were able to attack the descents and the following corners with greater speed, not to mention increased confidence and less rider fatigue. The BTL kit is designed to work with stock fiber and steel clutch plates and comes ready to install, but Hinson went ahead and included their own clutch pack for the test.

With strong, tractable power, the 450 SX doesn’t typically require much abuse on the hydraulic Magura clutch. However, a Hinson clutch basket was installed which features several benefits to keep the all-important system working at a premium and add lifespan. Hinson claims that the billet aluminum basket spins truer than stock components which minimizes heat buildup – a clutch’s mortal enemy. In addition to the tighter tolerances, slots in the basket fingers allow increased oil flow which also keeps down heat and maximizes lubrication. Everyone likes to show off their upgrades, but that isn’t possible with internal components, so to do our modded ATV some justice a Hinson clutch cover was bolted on to represent.

With the smooth tracking and extra speed carried into corners, courtesy of the BTL, massive power from the dual four-piston fixed calipers and 180mm wave rotors become more of a necessity. Out back is a 200mm disc pinched by a single-piston binder. “The front brakes on that have the most stopping power of any ATV I’ve ever felt in my life,” says Motorcycle USA ATV test rider and photographer Adam Campbell, including his former race bikes with oversized components. “If you’re not careful it will put you over the bars and I don’t think I’ve ever said that about any other ATV.”

KTM manufactures a mounting position on the 450 SX right from the factory. This means that not putting one on your ATV is simply foolish.

Impressive brakes were a complement to the front end work. With the rear end under control and pushing the sport ATV to new limits, it was important to get the front sorted out as well. The first order of business was a Scotts Steering Damper. KTM obviously knows the advantages of steering dampers and the ATV comes from the factory ready for one to be installed with a pre-made mount. KTM’s extensive PowerParts catalog includes the Scotts Damper which is known in motorcycle and ATV circles as being one of the best aftermarket upgrades possible. MotoUSA testers were able to ride harder, longer and with more precision thanks to the high/low-speed circuits inside the damper. The Scotts unit only applies valving when the bars are moving away from center, which means it doesn’t require a lot of rider input. Though the 450 has a wide, stable stance to begin with, the damper eliminated any headshake as the track roughened up and kept the bars from transferring unexpected impacts.

On the subject of impact absorption, the KTM 450 SX comes with some impressive WP suspension, but we opted to pick up a set of Fox Racing Shox’s top-shelf springs. I take that back, the front shocks don’t actually use springs at all, at least not in the traditional sense. A small internal compression spring controls valve stacks, but the pair of Float X Evol components utilizes two external air chambers to control damping. The standard reservoir at the top of the shock is referred to as the main chamber. This allows adjustment of the preload, or ride height. The shocks are adjustable for high/low-speed compression and rebound. Our testers praised the Fox’s ability to tailor the front end and minimize body roll by keeping things lowered. The EVOL (extra volume) chamber is what manages the shocks when bottoming out. Adding or releasing pressure has the same effect as changing main springs on standard coil-over format. Campbell was especially impressed with a lack of binding and smooth action through the entire stroke devoid of harsh spots. The air technology keeps weight to a minimum which subtracts from the claimed 364 tank-empty pounds.

The FMF Factory 4.1 exhaust muffler gave the 450 SX some extra bark. The other upgrades made it easier to ride so managing the power was much less fatiguing.

A Fox Shox Podium X unit graced the back end. Unlike the radical fronts, this is more traditional with a spring and oil shock using a 47mm steel body and remote reservoir. It too is adjustable for preload and has speed-sensitive rebound and high/low-speed compression. All of our suspension was ordered with an expert/pro-level rider in mind.

The KTM 450 SX is made to go forward, and only forward since the five-speed transmission lacks a reverse. The stock aluminum muffler with spark arrestor was swapped out for an aftermarket slip-on unit. Following the KTM race team’s lead, a FMF Factory 4.1 can was bolted in place and the boost in reactive power was noticeable. “It has so much power (stock) it’s ridiculous,” grins Campbell. “All we did was put a FMF silencer on there and honestly I couldn’t imagine doing any porting or other work to that motor in order to race it. It was already a handful. In some situations it almost felt like it was a little too much, but it was a lot of fun to ride.”

Hinson mirrored the statement, commenting that although it sometimes takes more energy to control the instant surge, it also has exceptional benefits depending on the particular situation. “It was really good,” he says. “It was fun to ride, predictable. It definitely wanted to track harder than some of the other bikes which made it really fun to ride. I was impressed.” Fortunately, the 450 SX comes with Maxxis Razr MX tires, considered some of the best motocross ATV tires on the market, and we found them up to the task of transforming hard-hitting power into forward momentum. He also credited the chromoly chassis and swingarm with excellent balance and power transfer to the ground.

At $11,398 from the showroom, the 450 SX is several thousand dollars more than its competition to begin with. But with stock items like a skidplate, perfect-fitting nerf bars, beefy aluminum steering stem, wired-in tether switch, unbreakable folding levers, steel-braided brake lines, headlight eliminator plastic, adjustable ECU mapping and aluminum beadlock wheels, the KTM 450 SX has a lot to offer. The extra $4100 in aftermarkets to create our test version only adds to the expense list, but this quad is for the serious racer. Though its pricetag is getting close to a full-blown race quad, the Hinson Clutch Components project KTM has the added benefit of reliability that comes with leaving the motor untouched - a very valuable attribute. The symbiotic action between the Scotts damper and Fox Shox up front and the

A few high-dollar upgrades are necessary for any sport ATV to make it truly competitive, but the KTM 450 SX really comes alive. Our testers think this bike could win at almost any level.

BTL clutch and Podium X rear shock make this package extremely well-rounded. Unless you plan to compete at a very high level, the stock KTM or other sport ATV machines might be more appropriate. However, according to our testers, this one was worth every cent.

2009 KTM 250 XC-W Motorcycle Review

KTM offers such a broad range of motorcycles it can almost make it too difficult to choose which one is right for you. After all, some might argue that too many choices is just as bad as not enough. KTM has six different quarter-liter bikes for American riders in 2009. Somewhere in the midst of all those closely-related model names lies the 250 XC-W, a midsize 2-stroke enduro bike which targets single track and technical terrain riders. There’s not much to get excited about for 2009 as far as the spec sheet goes, but KTM made some across-the-board suspension changes that were also applied to the XC-W line, and the outstanding results of the WP components are the absolute highlight.

The 250 XC-W uses a wide-ratio 5-speed transmission and trail-friendly motor characteristics to provide an excellent enduro machine.

We’ve become so accustomed to 4-strokes that hopping aboard the 38.8-inch seat of KTM’s off-road dinger was an exciting and cumbersome adventure. We had to re-learn how to ride the 2-stroke’s power delivery, and combined with the quick steering and unexpected ergonomics, the 250 XC-W seemed like a totally new venture. Once the wheels started turning it didn’t take long to get familiar with, but we didn’t get enough seat time to fully enjoy the bike before our benefactors, Oregon Motorcycle Adventures, asked us to return it. That being said, the fact that we liked it as much as we did in only a few rides should give you an idea of how fun and capable this machine can be.

We used two different testing locations and both seemed near-perfect for what the bike is intended to do. Both areas had an abundance of tight trails, the first filled with roots and mud and the second with imbedded rocks and rain ruts. Even though the 249cc Single has a strong mid-to-top engine, we actually found ourselves riding a gear high and bogging the motor more than expected. In this respect, the 250 XC-W is much like a 4-stroke, but the difference lies in how the bike reacts to a stab at the throttle. Unlike thumpers, the KTM was slower to power up unless given a simultaneous stab of the hydraulic Brembo clutch. As you would expect, when the bike comes into the real power, keeping the 18-inch rear wheel from spinning is almost impossible, especially in wet conditions such as ours. It doesn’t explode as quickly as a similar displacement moto machine, but it still has the quick 2-stroke rev. With the power coming on more mellow, it helps keep the bike clawing forward, and that’s why it worked best for us in the lower revs. How far down the 250 is willing to chug is impressive. We rarely used first gear, preferring to stay in second and use the clutch even on steep uphills.

Regardless of engine rpm, instantaneous traction can be difficult to find at times with the zippy motor and 245-pound curb weight. Traction is nothing near what a 4-stroke produces and this caused problems for us initially as we adjusted to being more active and precise with the clutch and throttle combination. Climbing obstacles takes more concentration until you master the relationship between right and left hand. The consequences of sloppy clutch work are more severe with the 2-stroke as well. We were reminded the hard way about the downfall of expansion chambers as our stock pipe received a fist-sized dent right away. Every ride resulted in at least some additional scratches or minor dings.

For one, we need to remember to crash on our left side, but secondly, either KTM or its customers must consider some protection. It might be too much to ask the Austrian manufacturer to provide a pipe cover, but it’s ridiculous that the bike is devoid of any form of skidplate. Looking around the bike demonstrates such attention to detail that it irks us to no end that KTM leaves the underbelly naked. Hell, even Japanese motocross bikes come with more protection. For a bike designed to bounce over rocks and skim across logs, we just don’t understand how this can happen.

We were confident heading straight for rocks and trail debris, even though we could have avoided them. The suspension is great.

There was hardly time to complain about the missing skidplate, however, since all we wanted to talk about was the awesome suspension and goliath brakes. A set of 48mm White Power sticks up front feature some new flex engineered into the fork tubes. Revised internal settings as well combine to make the front end extremely good for enduro use – soft and reactive. The WP shock is a good match and we were happy to find that the bike tracks extremely well while maintaining razor handling. The lack of engine braking helped keep the front end from plowing and though the fork is soft, it doesn't pitch while under hard braking. The entire bike settles into corners and through rough terrain. Again, the 2-stroke’s lack of compression braking allows it to float over nasty sections. We especially noticed this while heading down rocky hills. Stones that we normally avoid didn’t buck and deflect the KTM like expected. The more time we had to build confidence in the bike, the more it rewarded us.

Having the freewheeling sensation so common when switching from a 4-stroke to a 2-stroke is both a positive and negative. We found that our pace was much smoother and a bit faster in general in rough terrain, but we often made errors judging corner entry. Fortunately, the Brembo brakes were strong enough to make up for the lack of engine braking. A 260mm wave disc up front and 220mm rear are snared by a dual-piston and single-piston caliper, respectively. Our Off-Road Editor says they’re the best stock brakes he’s tested with amazing power, precise feel and no fade. Everything about the brakes feel right including the lever position, size and contour. It takes

some getting used to the rear which locks easily with the light motor and causes the back end to move around considerably. Initially this was a handling concern, but once we got accustomed to the feel and better at modulating the sensitive lever we were able to ride around it. Stalling was something to contend with as we got the hang of that rear binder, but with a powerful electric starter, who cares? E-start might sound unnecessary for a 2-stroke, but we loved it.

Aside from the extra red button, the handlebars are normal. The oversized Neken aluminum bars are a comfortable reach sitting or standing. Our taller testers were most comfortable on the 250. The chromoly frame and 2.9-gallon fuel tank make the bike feel larger than you might expect. We complained about it feeling fat through the middle, but eventually came to appreciate the physique. Our knees never had to bend inwards to grip the tank while standing and our legs were always in a natural position to support our weight and absorb impacts. It’s one of the reasons our riders felt less fatigued after a ride. The bike definitely takes less effort to maneuver. Steering is very light and we spent the early hours winding back and forth in overcompensation. Dial it in, however, and the 250

We could find the suspension limits on larger jumps, but we didn't come close to maxing out the fun potential of an affordable KTM like this.

XC-W will dart in, out and around anything you want it to.

We had plenty of riding buddies who were not only surprised to see the 250 XC-W, but they were just as interested in taking it for a spin. Those who did were happy to report that they were impressed with the performance. Many of the KTM’s shortcomings were either a result of, or seemed worse, as a result of our lack of recent 2-stroke exposure. It seems that many riders these days have given up on the trusty 2-stroke, but the KTM 250 XC-W proves they’re still in the performance realm with swift handling, great suspension, astounding brakes and electric start. There are definite tradeoffs, but at $7848, the XC-W is one of the more affordable ways for someone to own a KTM dirt bike – a dang good one at that.

Thanks to Oregon Motorcycle Adventures for letting us borrow the 2009 KTM 250 XC-W. Check them out at www.oma-ktm.com.

2010 KTM 150 XC First Ride

He’s been called dirty for plenty of reasons, but Hilde always likes it best when it involves two wheels. Riding crappy bikes since age 13 and devouring every moto mag in sight, he’s an off-road enthusiast through and through.

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The 2010 KTM 150 XC offers a between-class displacement that makes riding and racing a whole lot of fun for several reasons.

Stepping outside of the displacement racing categories can be daunting or unfamiliar. It can also be extremely rewarding which is what I’m coming to enjoy most about riding KTM dirt bikes. Japanese manufacturers don’t offer the same variety, and even though KTM has dropped models from its lineup, it continues to offer bikes like the new 2010 KTM 150 XC for those who compete based on skill level or age, or simply like to ride something different.

Though it’s the first time KTM has offered the 144cc machine in the XC trim, the overzealous 125 has been around as a SX model since 2008. This cross-country version is based off the motocross version, but with specific tweaks to make it function better and more reliably as an off-road bike. Yes, it gets a kickstand, but it doesn’t get an electric starter - the only 2-stroke in KTM’s lineup not to have one. It’s not like you need it anyway since it lights first kick every time, but the conversion wasn’t so simple.

Switching to an off-road application necessitated some changes in the transmission as well. The final 13/50 gearing is shorter to help compensate for the taller top three gears in the six-speed, close-ratio box. First through third are the same ratios as the former SX model, but first has been reinforced to help boost durability.

The triple clamp is all-new and a major factor in the bike’s attitude. With a fixed 22mm offset compared to the adjustable 18-20mm version in 2009, the new XC gets added stability. After over-developing rigidity into the chassis, designers are trying to put some of that flex back in to the front end. Dropping from three to two pinch bolts on the lower clamp helps accomplish that. Overall we felt very comfortable with the new chassis geometry, including the half-degree steeper steering head angle which is intended to put more emphasis on the front tire for better feel and cornering ability.

The new triple clamp highlights
the front end, but it doesn't allow
for the handlebars to turn very far.
A nimble chassis and spirited
motor make the restrictive steering
much less obtrusive.

If there was one thing we noticed about the handling it was that the steering locks are very close together, leaving little room for the oversized aluminum handlebars to turn. Compared to the 250 XC and 300 XC, there is a very drastic reduction in handlebar movement. The 150 still has a very small turning radius on the trail, much aided by its thin, lightweight dimensions, but slow, tight sections where the bars are turned lock-to-lock bring out this weakness. It was our biggest complaint, and other testers on hand nodded in agreement about the observation.

As part of the revised front end, a new closed-cartridge fork from WP is bolted on. We found that the initial setup was a bit stiff even for the tester’s 180 lbs at B-level speed. The White Power components added to a slightly nervous feel during the ride. However, light, zingy 2-strokes tend to have that sensation regardless. Our testing did not allow for a lot of adjustment time and we’d anticipate making strides if given the time to tinker with compression and rebound clickers. New seal and bushing in the fork and tighter tolerances reduce friction between the upper and lower tubes. Engineers were then able to increase the amount of available damping which leads to better bottoming resistance. We only taxed the fork on the motocross section during our test at the Olympia, Washington WORCS race. The rear shock was also adequate for our tester and added to the surprise that neither end was undersprung.

The motor gets a new cylinder with different casting techniques and higher-precision porting. A thinner Twin-Air air filter sits inside a reworked airbox which has better protection against water entering – a problem more common to the off-road world. Another concern for enduro riders is changing elevation over the course of a ride, but the 150 doesn’t get any fancy fuel injection to compensate. The premix is dispensed via a Keihin carburetor which ran well at Straddleline ORV Park’s sub-2000-foot elevation. It did load up a bit coming from low rpm before smashing into the powerband, but we were more interested with how willing it was to lug down. The 56mm x 58.4mm bore and stroke motor doesn’t have the low end of the 250 XC, but it does pull better than a standard 125. It doesn’t work well enough to be the desired riding style, but it was enough to get through some sections with improper gear selection or simply to avoid spinning the tire in nasty stuff.

However, the bike really comes alive once it starts to get on the pipe (which has a thicker gauge steel for the sidewalls moving from 0.88 to 1.0mm). The jump isn’t violent, but it definitely comes on with authority and makes for a seriously fun kick. It’s enough to make you squeeze that skinny chassis with your knees because it has enough motor to run with 250F machines in the right conditions, especially X model 4-strokes.

A 1.8 bar radiator cap replaces the previous 1.4 and helps keep the steam in check when pushing the engine temps to maximum levels. One of the features I appreciated most, though seemingly small, was the translucent fuel tank. It really is great to be able to check fuel level without having to remove the gas cap. This is the perfect example of how refined the KTM machines are.

Riding or racing, the KTM 150 XC is damn good and even more fun.

Once the bike gets up to speed, hauling it down again is just as much fun. With a claimed tank-empty weight of 200 pounds, we couldn’t stop ourselves from doing stoppies at every chance we got during the photo shoot. Even though we couldn’t feel a direct change in the brake performance courtesy of the new Toyo brake pads, we can say that these are some of the best brakes you can buy. The front especially impressed us with its progressive feel. Equipped with the SX brake caliper which was new in 2009, the XC has amazing power yet not a single hint of grabbiness. The rear was also especially easy to get a feel for under our Sidi Crossfire boots.

If there’s any downside to the 150, it’s that KTM has opted to let it replace the popular 200 XC. While not necessarily a high-profile race winner, the 200 has plenty of supportive followers. Known for more midrange grunt, these bikes are similar, but significantly different. However, the 2010 KTM 150 XC carries on the Ready to Race tradition of a lightweight, extremely fun 2-stroke. It offers more than a 125 with the same attributes that make riding tiddlers so much fun. The 150 is an exceptional bike for all around purposes, but once you figure out how to fit it into your racing program, the $6998 KTM really starts to show its benefits. We haven’t found a 2-stroke recently that really got us interested enough to request a long-term unit, especially with a wet and slippery winter right around the corner, but the 2010 KTM 150 XC made us say the word “fun” so many times that we’d love to have it in our garage, whether we race it or not.