Cycle News - Archive Issues - 1990's

Tm 300E the bike doesn't come with a 19-inch rear wheel if it's built as a motocroser, but most of the time we used our bike on trails and in the desert so the 18-inch rear wheel suited us just fine. A shorter first gear and a taller fourth and fifth gears would transform the CR into an even better off-road weapon. If you're going to use it in these conditions, a steering damper sure wouldn't hurt in controlling headshake, either. Basically, the CR500's nimble handling and explosive motor makes it one of the ultimate "play bikes" of all time. The Kawasaki KX500 is the fastest Open class two-stroke of them alL Kawasaki markets the bike as a motocrosser as well, and it has won numerous AMA 500cc National Motocross Championships, but the bike has built its reputation as being one of the most versatile off-roader! desert sleds of all time. With the bike, Kawasaki has owned the AMA National Hare & Hound title since '91 and has won too many Baja SOO and 1000 races to count. What's weird, then, is the fact that the bike comes with a 19-inch rear wheel, which is definitely not the prudent choice for off-road use. Changes for '97 include the updated 46mm Kayaba fork from the KX250 (up from 43mm in '96), new graphics, a return to green plastic (the tank, side panels .and fork guards were purple in . '96), a stronger chain, a steel steering stem (aluminum in '96), and the addi- Kawasaki KX500 ~ tion of an extra bearing with improved seals to the rear hub assembly. The KX500 has rubber-mounted handlebar clamps and solid-filled handlebar ends to ease the vibrations that are inherent to larger motors. The handlebar clamps are reversible to facilitate larger riders by turning the clamps around. The KX is the king of the horsepower wars. It's not as traetable as the Honda off the bottom but it's still meaty enough and has more top-end power. on tap. The mellower bcittom-end power of the KX makes it easier than the Honda to ride in tight situations and the plush suspension action is nice on the trails and in the desert. It could be a little stiffer for motocross applications, especially the fork, but it's still a good compromise. The ergonomics on the KX500 feel a . little dated, especially the seat and tank junction. It's very wide there making the bike feel rather large, and the seat doesn't mold into the' tank or have a long enough tongue compared to other modem dirt bikes. The clutch action is good, although the pull is a little heavy compared to the other bikes in the class, but the gearing is spaced appropriately to suit motocross or desert use. Overall, the KX500's plush suspension and smooth motor make it more user-friendly in the long haul compared to the CRSOO. Last year's KTM360SX got mixed reviews, but this year the bike is defi- nitely on track. In fact, a factory works version of the '96 model was used by New Zealander Shayne King to win the '1996 FIM 500cc World Motocross Championship against other works Open-class two-strokes and fourstrokes on the long and fast Grand Prix circuits of Europe. Impressive credentials, indeed. For 1997, KTM gave it a longer rod for less pre-compression, massive 50mm Marzocchi Magnum conventional forks (up from 45mm units in '96), a new pipe and silencer, a new throttle and, of course, updated graphics that make the KTM the definite looker of the class. The KTM also comes with quality aluminum bars, a trick adjust-on-the-fly clutch-play adjuster on the clutch perch and Takasago Excel wheels. The KTM 360SX comes with a 19inch rear wheel for motocross and supercross, but'what's really nice about KTM is that it builds different models of the bike (and all of its bikes) to suit the different needs of the individual. The off-road oriented M!XC and the E!XC model 360s features 18-inch rear wheels, 3.4-gallon fuel tanks, wider-ratio transmissions, O-ring chains, spark arrestors, lighting coils and the E!XC also has an odometer and working head- and taillights. The KTM is a great bike for people who feel intimidated by open bikes because they are so big, powerful or illmannered to handle. Any open bike is ridable with a little bit of time in the saddle, but the KTM demands almost no adjustment time. It feels like the fastest 250 you've ever ridden in the power-output, size and handling departments. It just gives a little away to the full-blown 500s in deep sand, up huge hills or across the desert absolutely wide-open - but not much - and it feels like it revs much quicker and to the moon compared to a 500. It certainly doesn't feel like it's ~issing those 146.5cc compared to a standard 500cc Open-classer. We had no complaints with the clutch action, and the transmission shifts fine, although it takes just a bit more effort than the KX or CR needs to switch cogs. The brakes work well with ample power and feel, but some riders mentioned that they kept missing the smallish rear brake pedal with their boots. The KTM's suspension was the best of the group, offering a plush feel in offroad situations and a stiff enough ride to handle motocross tracks. The bike has a very light feel to it when it comes to overall handling and turning which can be attributed to the fact that it has the same chassis, suspension, bottom-end and cylinder with a larger bore and stroke than KTM's 250SX. It will headshake occasionally, but not as bad as the Honda. The fit and finish are excellent. The KTM can go from a motocross track to the gnarliest trail without missing a beat. The biggest and most important change the Italian TM 300E (and the entire lineup) got this year was the change from pink to blue plastic (okay, maybe that's not the biggest change, but important to our l!yes)~ It also got a 50mm Marzocchi Magnum fork (up from 45mm in '96), wider pegs, a larger 2.6-gaUon fuel tank (up from 2.0 in '96), a new stronger swingarm and axle and block-style chain adjusters. The bike also bristles with the quality parts and mechanisms that have been standard for, the past few years like a hydraulic clutch, aluminum handlebars, billet-aluminum triple clamps and hubs and Takasago Excel wheels. The TM is also available in a motocross version of the bike (300MX) that has. a 19-inch rear wheel, a taller first gear and lower fifth gear, and doesn't have the lights or centerstand that the enduro model does. Both bikes use the same 2.65-gallon tank. This year

• Cover