Cycle News - Archive Issues - 2000's

E/XCMODELS Giovanni Sala is my hero, which is why I could not wait to ride the production model of the 400EjXC, which he won the '99 World Enduro Championship on. I threw my leg over the 400 first, rather than the 520EjXC, and just for that matter. I wasn't disappointed. Right from the get go I understood why KTM labeled their new line as "Racing Four-Strokes" and why they are guiding their dealers to sell the units to serious racers only. On the MX Compound track, which was very rough, like an off-road race, the 400 preformed above my expectations. The motor put out so much power, I had a hard time keeping the front wheel on the ground, which made the bike feel even lighter than it is. BasicalIy, both the E/XCs are very light, but with so much power to the ground, it made me a bit nervous in fast, rough straightaways. It's not that the bike does not track well, it does, it's just that, under acceleration, it tended to get headshake a little bit. A steering damper, more time on the bike and suspension dickers set more to my liking would cure my hesitations in time, I'm sure. Because the 400EjXC is an off-road bike, I found some areas around MX Compound that resembled tight enduro-like conditions. This is where I liked the 400 best. It has plenty of quick, usable power in the slower terrain and is easy to negotiate around or through brush and big rocks. Throttle response was quick and precise as I diced through a small section that we made for testing purposes. The WP forks and shock worked well on the track, but worked even better on the trails, allowing me to hit rocks and race down hills without any front end dives or unsuspected back-end antics. After a lunch break and tech briefing, stressing the high and frequent maintenance schedule of all four machines. I had KTM move the handlebar position back to the third of four positions making the 400 that much more manageable for my 5'9" frame on and off the track. My only complaint at that point was that the bike felt really high 9ff of the ground when diving into turns. It wasn't a suspension setup problem, but more of an unusual ground clearance and seat-to-foot-peg design not shared by most four-strokes. A taller rider would definitely be more comfortable on the bike. I switched to the 520E/XC and, just as I expected, I found more power and a longer pull that came on gradually just like a big open bike should. Some riders present claimed that the 520 had so much power that it would jerk your arms right out once the power came on in full, but I felt that the motor was very manageable and flowed smoother than that of the 400. Neither bike revs as fast as the quick-revving YZ426F and, to me, that is a good thing. KTM lists both machines as weighing in at 246.8 pounds, and if there is really a weight difference between the two, I couldn't detect it. However, I ..L -. would choose the 400 first if I were going to race an enduro or eastern- style hare scrambles race because of the way the motor feels. For tighter races, I prefer a power delivery that is more like a two-stroke, which requires to be shifted more and lugged less. Don't get me wrong, you can Jug the 400 around just fine, but not like the 520. If I were going to race a local desert race or a Best in the DesertjTonopah 300-type event I would definitely go with the 520 for the obvious speed and power advantages. It's too bad that KTM ditched their West Coast off-road effort because now they have the perfect machine faT the upcoming Nevada 2000 and other Best in the Desert events. I suspect that the 520 could hold its own against Johnny Campbell's XR650 and the Team Green KX500s at the hands of the right riders. I may not be that rider, but I'd sure be willing to try. Due to time restraints, and a tender knee, I only got to ride the E/XC models, and not the SXS, but judging by the feel and performance of the off-road versions, I'm confident that their motocross siblings are potent race weapons as well. High marks at high and low speeds • ••••••••••••••••••••• ••• • • • The juice to the ElXC's electric starter is located out of the way and undemeath the seat. It does not prevent air box access, however, because like KTM's two-strokes, the air filter is accessible via a side door. • • • • • • • • • • ••••••••• By • • • • • • • • • • • • ••••••••••••••••••••••••••••• , --:- MATT FREEMAN We briefly got to ride the KTM 400SX, 520SX, 400E/XC and 520E/XC at a rough and sandy track near Temecula, California known as MX Compound. Because there will be a low production run of all four of the models in 2000, there were only a few of each model present at the press introduction of the new racing four-strokes, so riding time on each mount was limited. What is not limited, however, is the list of technical information that we could go into while describing the new KTM thumpers. Basically, all of the fourvalve, Keihin MX FCR39-carbureted SX and E/XC models are land-mark motorcycles, in the same way that (ironically) the Yamaha YZ400F was, nearly three years ago. One of KTM's aims (and maybe the most important one) when they began building the new line was to create -a thoroughbred line of fourstroke racing machines that stayed as close to the light and nimble feel of a two-stroke as possible. At first glance what isn't obvious is that, unlike most four-strokes on the market today, the SXs and E/XCs do not hold some of their oil inside the cue. e n e _ s • MARCH 1. 2000 37

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