KTM resurrected itself from
near-financial ruin in the early 1990s to its current status as a major power in
off-road sales and a solid member alongside the big four for competition sales.
Part of its fast track to health was paying attention to "niche" parts of the
market, including producing some uncommon engine displacements. Now that it is
bigger, KTM is sticking closer to established norms for displacement, but it
still has a 300cc two-stroke and 400 and 450 EXC four-strokes!
The company isn't being whimsical; this is
evidence that it is paying attention to customer preference, even if
that customer is something of a minority. In the United States,
there is a 450cc class, but a number of Eastern riders-including
some guy named Mike Lafferty-prefer the 400, so KTM imports them in
limited numbers. On the other hand, the 300 has a stellar reputation
as a tractable, reliable off-road powerhouse. We wondered whether
either of these off-road displacement oddballs was the true tight
trail weapon or if that honor belonged to a "normal" 250 or 450.
To find out, we sent our two resident off-road
oddball editors out to determine the result.The 400 WinsIn the movie
Field of Dreams, Kevin Costner's character is told that if he builds
a baseball field, people will come. With KTM, it appears to be
somewhat reversed: If people want a specific bike, KTM will build
it. The evidence is the 400 EXC. From the outside, you can't really
distinguish KTM's four-strokes. Externally, the castings are the
same, but the bore and stroke ratios are very different. The 400 and
450 off-road models use the same bore (89mm), but an 8mm-shorter (64
versus 72) stroke makes the 400 rev more freely and feel lighter
than the 450. Compared with the 450 SX and its 63.4mm stroke, larger
titanium valves and more radical ports, KTM's MXCs and EXCs have
longer-life stainless valves, yielding top end lives that modern
Japanese four-stroke engines can only dream of. The 400 used in the
KTM rebuild story (Dr. Dirt, March '04) had more than 20,000
documented miles on the stock top end!We aren't going to dwell on
the chassis, since as with all KTM models, the 400 shares virtually
all of its chassis systems with the 450 EXC (November '04) and 525
MXC (February '05) we tested previously.
These off-road bikes are wonderful in stock
form. We set the sag, installed hand guards (as much to protect the
hydraulic clutch as to shield our tender digits) and went
riding.Even though I race occasionally, I'm a trail rider. I find
myself less patient when waiting around to ride trails marked and
required, and more eager to spend a whole day logging miles on
trails I want to ride. I like bikes that allow my best speed but
don't beat me up, such as the KTM 400 EXC. For Western trails, I
prefer the 450 or 525; yet the 400 is better than the 300 because
the linear power and slower-handling chassis allow me to hit more
lines perfectly, and the tank has more range despite its smallish
2.1-gallon capacity. And I hate to admit it, but the E-start gives
me more riding miles/hours before my right knee starts bugging
me.The 400 feels slim and light for a fully off-road-equipped
E-start four-stroke. The shorter stroke means that the biggest part
of the engine's rotating mass has less of a gyroscopic effect on the
chassis, and the bike flicks back and forth through right/left turns
with less input than the 450 or 525 require.
There are also power differences. The 400 has a
more electric delivery than the 450, so the front end requires a bit
more work to get in the air at an instant's notice. However, it
still has plenty of power for most off-road scenarios-just dial up
the rpm until you have enough. We found that the 400 would climb
astonishingly difficult sand hills in the desert yet was perfectly
docile in the tight brush and decomposed granite boulders and
stair-steps of Mexico.
Slippery conditions and root-crossed, snotty
clay trails in the East are where it will really shine. First gear
is generally low enough, but riders at high altitudes or with
limited open terrain frequently drop a tooth on the countershaft.
Then there is that amazing sixth gear for transport sections. If you
have the 400 flat out, you are probably going way too fast for good
sense, but it sure is great for making the miles go by quickly
without excessive rpm.They should just divvy up these bikes: Dealers
from Central Texas east should get 400s, and the 450s should come
West. Sorry if I spoiled it for all you Eastern guys who have been
spankin' two-stroke heinie, but the truth is out now.
The 300 wins I'll admit it: I'm a
two-stroke-supremacy bigot. It's a result of my upbringing, but I
can't blame anyone but myself. Every time I ride, I think I'm
racing. I actually pay money and enter an event much less often than
I used to, but that still means at least once a month. So I lean
toward a bike that I can race. In the real world, I could race
either of these KTMs, but I chose the lighter 300 because it makes
me want to race.Technically speaking, the scale says the weight
difference between the 300 EXC and 400 EXC is 22 pounds; but when
you ride the bikes back-to-back, it feels as if the 300 is more than
22 pounds lighter. That is especially true in big bumps or quick
turns. I feel the weight of the four-stroke's battery bouncing and
its overall weight in tight-turn sections.
I don't enjoy having to kickstart the 300, but
I'll take that because it fires right up, especially for a
bigger-bore two-stroke.The 300's power is about as four-stroke
feeling as a two-stroke can get; we jokingly refer to it as a
three-stroke. It has a clean and crisp pull down low, something
older KTM 300 two-strokes could never dial in. And from there, it
will bog its way into the midrange before the power valve starts to
open and things begin to get serious. It's actually a
quick-accelerating motorcycle in this lower rev range, but this is
deceiving because it isn't roosting, it's just hooking right along.
Any time you touch the clutch, it zaps right to attention and works
off the upper spread of zingy two-stroke rev, roosting, spinning and
screaming. It has plenty of overrev, but for sure it loves the next
gear.
The handling and suspension could best be
described as a "butter cutter," meaning plush on stuff that would
kick a motocross setup silly. The EXC tracks on the choppiest
terrain and is smooth on the loose stuff, always keeping the chassis
level while the wheels do all the work. On bigger hits, the
progressiveness of the suspension is just about enough, but
bottoming resistance is one area in which it could be stiffer for
aggressive riders-just as long as WP doesn't lose the initial
plushness! And the real sweetness is its turning and flickability.
As opposed to four-strokes, and even the 400 EXC, this 300 plants
the front end, tells you what is going on and rewards with precise
turning that we've never before had with KTMs.
The new chassis really helps the two-stroke
enduro bikes, maybe more than it did the orange MXers or even the
four-strokes. And its light weight is evident as the turns become
tighter or quicker, especially if the rpm are up, a common
occurrence when racing. The riding position and especially the
seated position of the 300 is a lot more comfortable for smaller
riders than on the four-stroke EXCs, as the front end isn't as tall
and the rear of the bike feels a bit lower, yet you can still easily
get forward in the turns.
The 2.3-gallon gas tank tucks in tightly, even
if it is a bit short on range for our tastes.Another reason the 300
appeals to me is it is pretty quiet; and, as most will attest, a
two-stroke's sound isn't as offensive and doesn't carry as far as a
four-stroke's. The brakes (strong and requiring a very light touch)
are the same as on the four-stroke, but the bike slows much more
quickly and harder. And there isn't the "love it or hate it"
compression braking to deal with either, though whether that is an
advantage or a disadvantage depends on rider preference. And the one
thing that really is a serious trade-off for me is the five-speed
transmission of the two-stroke having to go up against the
super-versatile six-speeder on the four-stroke.
Although it feels as if the KTM received a bit
more spacing without having serious gaps, I'm a big fan of the 400's
overdrivelike sixth speed. And you can't ignore the price
difference. The $700 left in my wallet will buy a lot of premix and
race entries! When I line up at a race on this KTM 300, I know I'm
not giving up anything in the power and performance equation to any
bike out there. From converted motocrossers to huge horsepower
four-strokes, there isn't anything with quite the power and weight
combination of the 300cc two-stroke. The 400 is close. But when
racing's the game and weight is an issue, I'm kicking it with the
300! -Jimmy Lewis
We first headed for a new single-track
trail-ride series in Nevada called Trac-On (702/641-6401,
702/232-6680; the dates are in the race calendar on
www.dirtrider.com).Trac-On is organizing a series of five
single-track trail rides a year. Each is laid out and marked like a
race, so you don't need maps, trail guides or route charts. Just
head off and ride at your own pace. We attended the Nelson Hills
event, just south of Las Vegas, and found it a good test of both
bikes. With a variety of trails, elevation changes and terrain from
soft sand to solid rock, it was like a race without the go-fast
pressure. Next, we hit our favorite local trails to see where the
bikes scaled compared with all the others we ride. Racing was
needed, so we headed south to Mexico and entered both bikes in the
Los Ancianos Tecate Hare Scrambles (www.losancianos.com). The San
Diego-based club is renowned for putting on the tightest events on
the western side of the continent, and this year was no exception.
Finally, we flogged the bikes locally, because, well, wouldn't
you?Battle of the Middle ClassWho would have thought that in a few
short years the four-stroke revolution would put such a damper on
the two-stroke off-road bike's development and sales? Well, there
are those who still prefer the sweet smell of premix in the morning.
So the question is, is there a best 300?KTM has an upper hand here
based largely on the size and strength of its dealer network. Kind
of a new position for the orange brand, huh? And for sure, we've
grown extremely confident with the durability of the KTMs over the
years, mostly due to exposure. Gas Gas, on the other hand, is a
relatively new player, yet we haven't had any issues with the
two-stroke bikes we've tested. And its 300 has been going strong for
six months now with little, if any, maintenance.
But one thing is for sure: The KTM has a
slightly higher level of finish.When riding these two bikes
back-to-back, it is clear that both aim at accomplishing the same
goal from a different path. The Gas Gas has a sharper edge. The
suspension is a bit stiffer, giving the bike a more planted and
solid feel. It is more stable and, surprisingly, still turns really
well, better than the KTM. It has an MX-like poise without the
continued MX stiffness as the bike gets into the stroke. The KTM is
a little more vague in handling, which relates directly to
suspension. Softer overall than the Gas Gas, the KTM has a slight
wallow when being pushed hard at higher speeds and can use a
steering damper in those situations. Here's the trade-off: At a
trail pace, the KTM is happier; and the Gas Gas prefers racing
speeds. There is a slight midstroke harshness to the Gas Gas,
whereas the KTM has to deal with bottoming. Neither issue is
critical enough to cause much concern, but there is a difference
nonetheless.
Power characteristics also follow different
lines. Both of these bikes are masters of the bog. They will run
without opening the power valve and squirt along the trail just
fine. Overall, the KTM has a stronger torque feel but doesn't come
on as hard when you finally unleash the ponies. The jetting on the
236-pound Gas Gas is more crucial, reminding us of older KTM 300s,
as it will load up a bit more easily if run down low for a long
time. When the Gas Gas comes on the pipe, it is a faster pull and
revs out further than the KTM, with a louder exhaust bark, too.
Bonus points to the Gas Gas for a perfectly light clutch pull
controlling the six-speed tranny that adds even more versatility.So
it comes down to picking your weapon. They'll both cross the line
well, as we won a race on the KTM and had plenty of fun trailing on
the Gas Gas. For sure, the KTM is a safer bet in popularity and
number of dealers, but Gas Gas seems to be coming on strongly.
Neither 300 has a performance advantage or fault that ranks it as
better or worse than the other. Read it how you like; we're calling
it a draw. -Jimmy LewisWhat's Hot!
The 400 has a long, usable spread of power that
begins at idle and ends at the moon.The 3OO has the most-usable
two-stroke power delivery ever, but there is that "hit" die-hard
two-stroke riders love.KTM really pays attention to making off-road
bikes slim and easy to move on.You will never complain that the
brakes are weak! Touchy, maybe, but never weak.
The 2OO5 chassis and suspension changes pay off
big for the off-road models with better handling.These bikes hold up
amazingly well for many hard off-road miles.Fully off-road-equipped
on the showroom floor; add gas and hand protection and go
race.What's Not!In the desert, you can almost feel gaps in the 300's
trans and will really miss having a sixth gear.The 400 is amazingly
light but still heavier than a two-stroke.The kickstand is superbly
light and unobtrusive, but the foot sinks into soft ground.