Cycle News - Archive Issues - 1990's

Appearance-wise, the 400 is very similar to last year's 600LC4. While the European models feature all-new bodywork, similar to that of the new twostrokes, KTM America ordered their thumpers with last year's plastic. According to KTM's Scot Harden, the reason for the decision was that the bikes that wear the new plastic are more dualsport oriented. KTM felt that American strokes. While it may be slightly heavier than the air fork, tuning is greatly simplified on the hydraulic unit, and KTM has done enough testing on the fork that they know it like the back of their hand. The WP 4681 shock was retained on the rear. KTM also gave the crankcase a new breathing system and revised the transmission oiling system, both in an effort to increase reliability. The oil system by itself; return the kickstarter to the top of its stroke; push down until the compression release lever pops back out; return the kickstarter to the top of its stroke; don't touch the throttle and give a smooth, healthy kick. It may sound complicated to non-four-stroke riders, but it is actually quite simple; and the motor is normally running after one or two kicks. If this is too much to remember, simply leave the compression release alone and give the lever a strong kick; it takes a little more muscle, but less brainwork. The left-side kicks tarter is on the long side, but at least it is mounted low on the motor. Utilize the choke for cold starting, and use the carb's.hot-start button if the warmed-up LC4 is reluctant to fire. Exhaust note on the 400 is very quiet at low rpm ranges, though it is a little too noisy when revved. Motorcyclists will love the healthy four-stroke sound, but others may not be as enthusiastic. While most companies choose 350cc engines for their midsized Four-Strokes, KTM opted to go with a 400cc powerplant. This means that the LC4 will not be allowed to enter the 350cc Four-Stroke class in the National Reliability Enduro Series or the ISDE. However, in most other off-road competition in America, all four-strokes compete in the same class, so the odd engine size shouldn't pose a problem. For .many situations, the 400cc engine makes perfect power. The delivery is smooth, so when traction is limited, you can crank open the throttle without fear of the back end squirting off to the side. This is not to say that the LC4 is slow. Sure, it doesn't have the arm-wrenching surge of a big-bore thumper or a twostroke motocros;;er, but it has a much more healthy pull than, say, a DR350. The powerband of the KTM is perfect for nasty conditions, though sand is its weak point. It is too heavy, and doesn't have the power to plane across the surTriple clamps with a reduced trail improve steering of the KTM while retaining stability. . A standard WP fork replaces last year's air unit. The stock alloy rims are heavy, but strong. customers wanted a more serious fourstroke, and rather than wait for the Austrian factory to make the dual-sport model more race-ready, the American office ordered their 400s with last year's plastic, though they assure us that the '94 model will sport the sleeker look. At least the LC4 got the new-style front fender and headlight, along with a purple seat cover and graphics. While the 400 is basically identical to this year's big-bore, there are several changes from the '92 600. One of the more important updates is the use of a new set of triple clamps. In the past, KTM has received complaints about the LC4 being difficult to steer. Most of the KTM four-strokes are sold in Germany, where they spend a large percentage of their lives on the street, so a stable chassis has always been a priority. For '93, however, the American office finally convinced the factory to reduce the trail of the triple clamps, resulting in a quicker steering geometry. Also new for '93 is a rear hub with a cush drive, a change that was aimed primarily at the European dual-sport market. The cush-drive helps reduce shocks to the rear hub when accelerating and shifting on pavement. Another major update was to can the MOO (Mueller Damper System) air fork that was used for the last two years. KTM first incorporated the fork in an effort to reduce weight, but riders had problems adjusting it to suit their particular weights and riding styles, and performance was not up to par. Now front suspension chores are handled by the same WP 4057 unit that goes on the two- remains a wet-surnp (with the fluid being carried in the tranny, as opposed to the frame's backbone.) The footpegs are wider, to spread out loads on large impacts, and the odometer drive is stronger. Though it is only a cosmetic change, the header pipes are now chrome-plated. Other interesting features on the LC4 include heavy-duty D.LD alloy rims, Magura controls, Brembo brakes, a Nikasil-coated cylinder, Metzeler Unicross tires and an aluminum subframe. Hitting the trail Like the Swedish-made Husaberg we tested a few issues ago, the KTM is an expensive motorcycle. With a retail price of $5429, LC4 buyers will be making a major investment - not an easy thing to do in today's economic climate. The Suzuki DR, while not as serious a motorcycle, goes for $3599, and even the Husqvarna 350 costs less, at $5050. On the other hand, KTM buyers will be getting a 3O-day warranty, something that is becoming more and more rare. Also, those who buy an LC4 before May 31 will get a customer care kit that includes $300 worth of parts, including an air filter, oil filter, spark plug, brake pads, grips, muffler packing and other parts. KTM four-strokes have earned a repuation as being hard to start, so we were a little leery when it came time to fire up the 400. Fortunately, we were in for a pleasant surprise. For best results, follow this drill: Pull in the manual compression release lever; slowly stroke the kickstarter until the handlebar lever stays in 15

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