Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/127570
eRIDING IMPRESSION e cr; 0'\ 0'\ t'-l ... t'-l N :;::: '-t ~ ~ 16 face, so the front tire tends to knife in while the back tire spins. Four-strokes rarely perform well in sand, though. The powerband of the LC4 is very broad and smooth, without any surges or hits. While this may not be the most exciting type of power, it is extremely useable. The KTM is harder to kill than the Terminator, and it can plonk through the roughest trails with ease. When the terrain allows, however, the 400 likes to be revved. During our test, we found a long, steep hill that we decided to attempt. Surprisingly, the KTM easily scaled the ascent on the first try; all we did was keep the throttle pinned and downshift when the power began to drop off. Carburetion is spot-on for the most part, though throttle response could be better. Also, the bike sometimes bogs when landing from jumps. Both the front and rear suspension are set up on the soft side, perfect for tight going but too soft for fast desert use. Over roots and rocks, the suspension is extremely plush, though a swap to heavier springs would be in :order for heavier or more aggressive riders. While we bottomed both ends when abusing the bike through sections of deep sand whoops, the rear end continued to track straight, refusing to deflect to the side. KIM was wise in making the switch to different triple clamps. We have ridden 600LC4s in past years, and while they were extremely stable, the front end wanted to flop back and forth in technical sections. Not so with the '93 400. The reduced tr~ allows the front end to bite much better, and steering is greatly improved. At the same time, the bike does not swap or shake its head on choppy straights. Since the 400 is basically identical to its big brother, it is not light for a midsized four-stroke, and this is noticeable when you attempt to muscle the LC4 around. For the most part, however, the bike feels much more maneuverable than the 600, probably due primarily to the easier-ta-handle motor. The LC4 is comfortable for a fourstroke, with a good seat/bar/peg relationship. It is not as narrow as the Husaberg though, especially in the midsection. The old-style plastic may be a little boring to look at, but it does the job without snagging on the rider's legs or boots. The KTM has a bull!!tproof feel to it, and a reputation for being indestructable. The D.I.D rims feature huge spokes and are a little too heavy, but we defy anyone to seriously bend them. The improved odometer drive is a welcome feature, as the old unit would routinely selfdestruct. Though it is a little cobby compared to Japanese offerings, attention to detail on the LC4 is decent, and the bike has several nice features. One example is a small drain hole on the cylinder, for water that finds its way into the spark plug area. Another nice touch is the inclusion of zerk fittings on the suspension linkage. Sure, we know it's better to tear your linkage apart to grease it, but at least when time is limited, zerks give you the option of a quick shot of lube. The sidestand. stays out of the way when riding and comes in handy while trail riding, but its angle is too steep and it pops back up when you put it down. Clutch pull on the LC4 is decent, but shifting is a little notchy. Both the front and rear brakes are progressive, though the front binder could use a little more power. The stock 2.1 gallon tank is a little small for off-road use, and anything more than 4O-mile loops will test its limits. The large-capacity optional replacement extends around the radiators and is too bulky. Overall, we were impressed by the 400, and feel that it is a much-needed KTM400LC4FJXC addition to the KIM lineup. In our opinion, those who are best suited for what the 400LC4 has to offer are Eastern end uro riders and trail riders. Californians will also enjoy the bike for trail riding or District 36 enduros, though we wouldn't recommend it for desert racing. To be honest, .we feel that the KIM holds a lot of potential as a dualsport bike. It has already proven to be reliable for street use in Europe, and the 400cc powerplant is close to the perfect compromise for on- and off-road use. KIM sells all the parts that are needed to convert the LC4 to street-legal form for many states. ~ While Cycle News believes the foregoing test reliable, it is the opinion of the reviewers only and slwuld not be relied upon in determining the perforrruince or safety of the vehicfe(s). The reader slwuld make his or her own investigation (Below) An a-ring chain and zerk grease fittings on the suspension linkage are both standard on the LC4. (Left) The KTM 400 LC4 is not as narrow as some other four-strokes, but the layout is comfortable and easy to move around on. • cations KTM'400LC4 ElXC List Price $5429 Displacement 398.Occ Engine Type Liquid-eooled, singlecylinder, four-valve, four-stroke , Cylinder Mahle Nikasil-eoated Exhaust ..Twin head pipe;Aluminum . muffler, USPS spark arrestor 95.0mm X 56.2mm Bore X Stroke Horsepower 52 @ 6800rpm l... (1) 38mm Carburetion Dell'Orto PHM 38 SO Ignition .5EM K 10/60 COl, 12V-130W lighting coil Transmission 5-speed, close-ratio LubricanL Wet sump 1500cc Final Drive 14/50 (3.57:1) 520 O-Ring chain Kick Starting System Fuel Capacity 2.1 gal. Wheelbase 59.4 in. Rake 29 degrees 37.8 in. Seat Height Front Tire Metzeler Unicross 90/90 X21 Metzeler Unicross Rear T~ 120/90 X 18 FQrk , WP 4057, Multi-Adjuster inverted Shock WP 4681 SA Integral 'reservoir, External rebound & compression adjustment 11.8 in. Front Wheel Travel 13.3 in. Rear Wheel Travel.. 10.2 in. disc, singleFront Brake piston hydraulic, organic pads . Rear Brake 8.65in. disc, singlepiston hydraulic, organic pads ClaimedDI)" Weight 247.7lbs.