Cycle News - Archive Issues - 1990's

·RIDING IMPRESSION 1997 KTM 300EIXC ago, it has become the company's bestselling bike in the United States. Obviously, the American off-road-riding public knows a good thing when they see it. It has become a favorite in Europe, as well. Just ask Giovanni Sala, the Italian who captured the overall win in the International Six Day Enduro in Finland last month on the KTM 3OOE/XC, wruch bike he likes best. (He also won the Australian Six Days in '92 on the 300). So what makes the 300 so appealing and th.e company's most popular model the last seven years straight? Basically, because it's an open-class bike that thinks its a 250cc. It combines the best of both worlds - big-boreisl1 power with nimble handling. We briefly rode the '96 300E/XC before our testing of the bike was hampered by a series of setbacks (namely broken body parts). By the time we got up to speed again, the '97s were about to come out, so we waited and resumed our test session with the '97 3OOE/ Xc. While we waited, the KTM factory was busy making changes to the '97 300E/XC, no huge changes, mind you, but a number significant ones nonetheless. Starting with the water-cooled, 297cc motor, the 300 received few changes. It didn't need any, really. As with all the '97 two-stroke KTMs, the 300 has a new Kokusan 2K-2 Digital·Control ignition said to improve throttle response, increase power output across the board and "substantially" increase torque. The flywheel has been modified so that flywheel weight can be changed super easily. Just pop off the outer ignition cover and the bolt-on flywheel weight disc is right there, readily accessible. The stock disc can be replaced with one that is either lighter or heavier in weight to suit your own riding needs. Other engine changes include new porting specs and more durable crankshaft bearings. By Kit Palmer Photos by Cameron Coatney t's no secret that KTM knows how to built quality off-road bikes. After all, KTM is one of the few manufacturers out there that truly specializes in the off-road market, offering no fewer than eight purely off-road models, not to mention two very dirtoriented dual sport bikes. Off-roading is KTM, so it comes as no surprise that the Austrian manufacturer has been pumping out first-class offroad bikes for many years, one of those bikes being the 250E/XC, a bike that has ruled the middleweight "enduro" class for the past few years. While it is true that the CRE 250 - basically an "enduro" kitled Honda CR250 - won our eightbike, 250cc (two-stroke) off-road shootout earlier in the year, the KTM was far and away the best production off-road bike. But, believe it or not, the 250 E/XC is not KTM's bread-and-butter machine when it comes to trailblazing and zeroing checks. No, that honor belongs to the 300 E/ XC, perhaps the best production off-road bike on the trail. Ev~r since KTM introduced the 300 seven years KTM's bestselling oft-road bike just got better. The '97 300ElXC has new forks and just enough engine modifications to spice things up. It's going to be hard to find an easier and more forgiving bike to ride oft-road than the new 300EIXC. Of course, the KTM gets a new exhaust pipe, but more importantly a new aluminum silencer with a built-in spark arrestor. __ Most of the changes were made to the KTM's suspension and chassis. First of aU, the fork is all new. It's a larger 50mm conventional KTM Magnum (made by MarzocclU) that is attached to'" the bike via new Gull Wing triple clamps with 190mm offset. The lower clamp has additional reinforcing and support by means of 30 percent more clamping surface, using a three-bolt pattern and 15mm offset. This new tripleclamp system results in 15mm less fork underhang for more ground clearance. The rear suspension was pretty much left alone, though the swingarm has a wider cross section to provide more rigidity and torsion resistance. No major changes were made to the OhLins shock or linkages. All '97 KTMs now come equipped with Pirelli, instead of Michelin, rubber. The 3OOE/XC is fitted with MT18s front. and rear. And speaking of the wheels, KTM claims the spokes are lighter, yet stronger than before. We'll take their word for it. To improve rider conveniences, KTM went with a new Domino throttle assembly that has a reduced turning radius and quicker turning, due to a new idler pulley. The seat cusruon has been softened up, too, and the cover is dimpled to improve grip. Plus, the front brake and clutch levers now have easierto-use adjuster screws. Riding the 300E/ XC is a pure joy. It still feels like a 250cc but with more torque and bottom-end than any 250cc enduro bike we've ridden. You can ride this bike all day and not once think that you're actually piloting an open-class machine. There's no arm-wrenching hit anywhere in the powerband; instead, you get a smooth, gradual and tractable pull when you open up the throttle. The

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