WP Progressive damping system shock absorber, aluminium
swingarm
Rear Wheel Travel
320 mm / 12.6 in
Front Brakes
Single 260 mm disc, floating caliper
Rear Brakes
Single 220 mm disc, floating caliper
Front Tyre
90/90 - 21 54R
Rear Tyre
140/80 - 18 70R
Steering Head Angle
63.5°
Rake
26.5°
Trail
112 mm / 4.1 in
Wheelbase
1481 mm / 58.3 in
Seat Height
925 mm / 36.4 in
Ground Clearance
385 mm / 15 in
Dry Weight
102.5 kg / 226 lbs
Fuel Capacity
9.5 Litres / 2.5 US gal
.
THE 200EXC AND 250EXC are
lightweight, affordable, easy to maintain and own enduro
weapons. For all the publicity and sales the new-generation
four-strokes are receiving, there's still a lot of reasons
to consider buying a two-stroke, and these two KTMs are both
great bikes. On equal ground, the 200 and 250EXC still have
the advantages that have allowed them to rule for so long.
They produce plenty of useable power with less weight, are less
expensive to buy (just under $10K for the 200EXC and just over for
the 250EXC) and are easier and cheaper to maintain than most
four-strokes. We took them out and gave them a workout to see if
they've still got the goods, and walked away with smiles on our
faces satisfied there's life left in the old smokers yet. The
engines All three of the KTM two-stroke EXC enduro range (the 300EXC
was not available to test) have been further developed from the 2005
versions.
The torque that both the 200 and 250 produce is a standout
feature of these bikes. This makes the power delivery very flexible,
with impressive pulling power from very low revs. The 2006-version
KTM powervalve system helps allow a relatively smooth transition
into the strong mid and top rev range even more than in recent
years; if you haven't ridden a two-stroke with a modern powervalve,
you'll be surprised at how effective they are.
Getting them going is very 20th century kickstart only, but
firing up two-strokes is usually easy, and these bikes weren't an
exception. The 200 has a non-adjustable powervalve, but the 250 (and
300) has a tuneable version which allows you to tune in the type of
power and delivery you prefer by changing the tension on the
powervalve. There are three colour-coded springs which can be
changed to vary how fast the ports open, which changes the nature of
the engine quite dramatically, moving the power towards the top,
middle or the bottom of the rev range. The red spring is stiffest
for high-end performance and the green lightest for the tamest power
delivery. The test 250 came with the mid range spring which is the
standard fitting and is how we tested the bike. Although we didn't
play with them this year, we know from last year's test the change
in the engine character is very noticeable with each different
spring. There is also a preload adjuster for the powervalve spring,
but as we have mentioned previously, KTM recommend not to play with
it as it's set in the factory, and can make things worse if not set
correctly.
Throttle response is sharp, which is very rewarding when you're
on your game, but can put you on your ear if you're not paying
attention. There is none of the sudden engine braking typical of
four-strokes, which makes backing off for obstacles then putting the
power back on a much more flowing transition. The 200 (193cc) runs
on a 40:1 pre-mix and drives through a six-speed gearbox while the
250 is 249cc, runs on a 60:1 pre-mix driving through a five-speed
gearbox. The spread of gears is well matched on both engines and
gear changes are seamless. The 200 transmitted less engine vibration
through the bike, not that it was a problem on the 250, but it did
make the 200 feel very smooth.
As with all two-strokes, the expansion chamber exhaust is
susceptible to damage as I showed when I took an unplanned exit left
off the track on the 200. Even though I didn't come off the bike, a
log and a large stump managed to bend one of the radiators, pushing
the exhaust back onto the radiator hose and pinching a hole in it.
Fitting a good quality bash-plate and radiator guards can save you
some real heartache on the trails.
The chassis
The EXC's continue on with the Chrome Moly double cradle frame
and alloy sub-frame. The 8.5-litre fuel tank hangs down over the
engine to keep things narrow and the weight low which gives a
reasonable fuel range depending how hard you ride it, anywhere from
85km-120km per tank depending on riding style and conditions. The
200 weighs in 99.8kg and the 250 at 102kg ready to ride, without
fuel, which is very competitive. The WP suspension has adjustable
compression and rebound damping front and rear, and works well on
both bikes, giving a good firm ride for the lighter riders of around
75kg. Initially I found the settings on the 250 a little hard on the
small bumps, but backing off the compression and rebound soon made
things much smoother.
The forks are big 48mm inverted units and the rear is a
low-maintenance linkage-free PDS unit. The steering feels very fast
and light which is great in the tight twisty trails, and generally
stable and direct for the majority of the time, but can tend to feel
nervous on fast rocky or rutted tracks, but as with any design,
there are always compromises. KTM has tended toward fast, responsive
steering on the EXC's at the cost of some high-speed stability for
some years now, and although it generally hasn't been a real big
problem, it can be a bit of a worry when the handlebars start
tank-slapping at speed. If it becomes a too much of a problem a
quick easy and common fix has been to fit a steering damper to
increase stability. Lack of steering lock made the bikes feel a
little restricted in some really tight situations, which has always
been a problem with KTM's.
Brembo brakes are powerful on the front with a light easy lever,
quite usable with one finger. At the rear the brake is powerful and
can be locked with ease, making it very easy to stall the engine if
you're not careful. It may be worth trying a harder compound pad on
the rear to make the brake a little less sensitive if it bothers
you.
The hydraulic clutch is light and easy to use, and the Renthal
tapered alloy handlebars have adjustable mounting positions for
individual setup preferences. The bikes don't come with handguards
as standard, something most riders will look to rectify pretty
quickly. The multipurpose digital readout is neat, compact and
functional, back lit for easy viewing in the dark. Comfort has never
been high on the priority list for dirt bike manufacturers, but on
this occasion I found the seat comfy, slim and easy to move around
on, which was a pleasant change and proof that high performance
bikes don't HAVE to be a pain in the bum! The bikes haven't escaped
the normal yearly decal changes and the new look finishes them off
nicely. Verdict KTM continue to turn out great bikes, and these two
follow in that tradition. Sometimes less is more, and for the
lighter rider the 200 is easier on the scales and the wallet, with a
smooth and surprisingly powerful, flexible engine for a bike of its
capacity. The 250 of course has a bit more of everything and the
extra option of being able to tune the powervalve to the type of
power delivery you want.
Whatever the reason you choose a bike, both of these have a lot
to offer both the novice and expert, just keep a little money aside
for a bash plate, radiator and hand guards - it will probably save
you some money and pain in the long run. They blow smoke and you
have to kick start them, but the two-bangers still hold plenty of
aces, and both of these KTMs are competitive in every way.