EMD takes bike testing to a new level in its latest trailside adventure. Five of KTM’s biggest and best in the EXC range were taken through their paces in the biggest KTM test ever.

Five bikes, equipped effectively with the same setup except motor type and capacity, gave a unique opportunity to negate the normal conjecture over brakes, suspension, ergos etc., and focus on the real motivation for the test - determining which bike suits individuals riding ability, style, and the riding terrain type.

When KTM’s Dave “Woody” Woodward heard of the ambitious  plan for an “All of Range” test day, there was momentary silence. His initial response was, “It’s never been done before”, quickly followed by a nervous “why not, let’s do it”. And then the planning process started.

The “All of Range” for the EXC was reduced from six to five, only due to the unavailability of the ever popular 250 EXC-F. So the line up would consist of the 200, 250, and 300 two strokes, and the 450, and 530 four strokes. With this much enduro horsepower the EMD test team was getting excited.

The EMD Test Team

Garry Dukes
Age: 39
Weight: 75kg
Current Bike: 2007 Husaberg FE450
Rider Grade: Expert
Garry is the professional face of the EMD test team. While no spring chicken, he is one of the fittest and determined racers I have witnessed, evidenced by a second in the 2007 Australian Off Road series (Veteran class), and winner of the 2007 NSW Stadium Motocross Series (Over 35’s). In his younger years he was a Kawasaki Factory MX/SX racer. Currently sponsored by Sutto’s MC, he is known in the industry for his bike setup, and professionalism.
Rob Mendham
Age: 37
Weight: 83kg
Current Bike: 2004 TM 250EN  2 Stroke
Rider Grade: Clubman (A grade)
Former A grade motocross rider, amassing a number of local titles, Rob has more recently competed in the NSW Enduro scene. Again with age not on his side (seems to be a pattern), he is an extremely capable rider, with fitness and consistency his key. Rob is well versed in KTM attributes, having owned a 2004 KTM300EXC before his foray back into the Italian bikes.
Glen Partridge
Age:  47
Weight: 90kg
Current Bike: 2007 TM 450
Rider Grade: VET
Glen has four decades of bikes in his blood. His dad Joe was one of the foundation members of the Clarence motocross track, and Glen literally cut his teeth on two wheels. With a comfortable and smooth riding style, he is deceptively fast. Glen raced competitively in motocross and grasstrack until a major fall in 1999. Best known as the face of the Sunny Corner Rally, Glenn made Australian dirtbike rally history facilitating the first bike giveaway, a KTM300EXC. Previous to the transition to TM, he owned a number of KTM’s, including  300EXC, and 525EXC-R.
Trent Johnstone
Age:  26
Weight: 106kg
Current Bike: 2004 KTM 525
Rider Grade: Clubman (A grade)
A regular grasstrack racer, Trent is a naturally gifted rider. He is a big tall bloke of 185cm, and his riding style is reminiscent of David Knight.  In his other life he is an axeman of some note, regularly competing in international competition. This size and strength allows him to control a bike in situations not possible for us smaller folk.
David Lincoln
Age: 34
Weight: 80kg
Current Bike: 2002WR250 2 Stroke
Rider Grade: Intermediate
Dave’s fitness and athleticism allows consistent and fast trail times. With thousands of kms of technical single trail to his name, he brings s to the test the perspective of an experienced trailrider.
Shane Corney
Age: 37
Weight: 92kg (with one foot off scales)
Current Bike: 2005 Husaberg FE450
Rider Grade: Intermediate
EMD roving reporter.  Experienced trailrider, and where fitness lacks, enthusiasm abounds.
Todd Chamberlain
Age: 37
Weight: 92kg
Current Bike: 2008 TM 450
Rider Grade:Expert
Handsome man - goes by nickname of Shrek. Former A grade motocross rider, amassing a number of local titles. Todd recently has competed in the NSW Enduro scene and Sprint series (Expert over 35's) with a high degree of sucess. A very talented rider who uses his height to his advantage.

Test Day

Trail Time: 

The test team thought a “gentle” trail ride, swapping bikes on a regular basis would be the best familiarisation tactic in anticipation of our timed test loop, affectionately named The Suspension Test for apt reason. Glen was given the task of selecting a three to four hour loop of varied terrain, due to his vast knowledge of the area. Glen’s cousin Noel is a local trail legend and has pioneered most of the famous single track in the Lithgow area, so I knew it would be another memorable ride. He didn’t let us down.

Within a minute or so of leaving the tar, we were on tight single trail with rocks and roots galore. I’d started on the 450EXC-R, and was obviously chuffed with my selection. The similarity with my Berg enabled an easy transition to the Austrian girls.

Shortly after creeping under a rock overhang, Glen was waiting on the crest of a hill, to warn us the track was now going to get technical. The term “track” in this instance was exaggerated; I didn’t see anything looking like a track for the next half an hour. Bracken fern at front wheel height covered every inch of the terrain, and gave good cover for what seemed like continual holes, logs, and rocks.

Dave by this time had commandeered the 450, and I was aboard the two stoke 250. Although I was looking forward to jumping on board a two stroke for the first time in 8 months, some “getting used to it time “would have been nice. Technical single track is our riding group forte, but this was the most challenging track we had ridden for a long time. Glen later informed us we had taken a left instead of a right at one point, which clarified a lot. The track we had taken had only ever been ridden down not up! At one point I wasn’t sure if I was going to throw up or have a heart attack. Note to self – improve fitness ASAP.

Anyway, for the next hour we crawled our way over logs and rocks, and probably covered less than 10kms, but it provided an unsurpassed testing environment. The only thing that wasn’t covered was open fire trail. During the entire test, including transports, we totalled 6km at most of the graded stuff. This was by design, as in my humble opinion fire trails are for cars and 4WD drives, not enduro bikes. For the next two and half hours we traversed through our favourite single trail, switching bikes with enthusiasm. The idea to try all the KTM’s at the one time was proving to be a universal success. With each swap, the transition became easier, the bikes standardised structure allowing focus on differentiation between capacities, and two stroke – four stroke traits. Dave and myself had the first two “offs” of the day with about a minute of each other. I was piloting the 200, and having a ball. This bike impressed big time.

With confidence booming I jumped a log crossing. The landing area seemed fine, scattered with bark and branches. After finding myself trying to drive a furrow in the ground with my shoulder, I realised a log, that had appeared from nowhere, had strategically placed itself at an angle across the track. With my pride dented, and a sore shoulder, my enthusiasm was still sky high. So, on with the show.

Dave, aboard the 300EXC, couldn’t decide between a right and left flick of the bars between two trees, and clipped one of them on the way through. Finding himself on his backside trailside, without a bike, he soon dusted off to resume his loving relationship with KTM’s biggest two stroke.

Although, I had requested all the testers not discuss personalised views on the bikes until completion of the afternoon test loops, it was soon evident that some bikes were quickly becoming favourites. Most surprising of all was a near universal  rider reluctance to relinquish the 200EXC. At one stage in the test ride planning process it looked like we were going to have to drop bike numbers from five to four. I was only too eager to have the 200 dropped in this scenario. With hindsight this would have been a huge mistake. This little power pack gets nowhere near the recognition it deserves. In possibly one forgotten point of more recent bike history, Shane Watts won the majority of his GNCC championship aboard this bike. It is no glorified minibike, but claims a niche all of its own! Nearing the end of our trail time we experienced the first of our front tyre punctures.

This was the first of two flats for the day on the 530, with the 200 also lining up for a tube change shortly after lunch.

My first upgrade on  these bikes would be heavy duty tubes. While on the upgrade subject, Barkbusters, and pipe guards/bash plates would also be a wise investment. The weight gain won’t make a noticeable difference to anyone but a pro, but will certainly save time, money, and frustration. Most riding mates will be understanding for one flat, but observe their reaction for the second and third. You will soon see the upgrade “wisdom”.

The EMD Pit Chicks donned aprons for the day and served up an awesome, and much appreciated lunch. The girls put in a great effort. Thanks to Jenni, Wendy, Meg, and Kristen. Your support and enthusiasm in appreciated by the big kids.

Rob’s Blurb (Setting the scene!)

The Saturday pick up was uneventful, except the envious looks from many cars travelling with us, and one camera hanging out a car window. We called in to Blackheath for a late lunch. A bloke starts up a conversation about the number of bikes for just the two of us.  Our reply, “Mate, you know how it is, we were at the shop and couldn’t make up our minds which one to get, so we took the one of each”. We kept a straight face, and I actually think he believed us. Out of bed early Sunday morning, WOW what a sight, five current model KTM’s lined up in a row. The bike allocation was based on rider weight. I was the lightest, so I took the 200. Needless to say,  out of the five of us, Shane took the 530- nuf said really – he is not known as ‘barge arse’ for any other reason (Ed note – I had the 450, and I thought the bike divvy was on intelligence - Brain cells proportional to cc’s).

Two km of  road until the single wheel started, with Glen being the only one of us that had knowledge of this. He had the 300EXC, and I was about to find out why.  Snotty, flaky, dry, slippery single wheel overgrown by bracken. I couldn’t see the track.  Picking a line in this is harder than picking a broken nose.

 I have been told that the 200 needs to be kept in the lower part of the rev range – yep the LOWER part of the range.  This proved fairly accurate, however, the biggest lack of power is off idle (you will get away with using this on the 300, and sometimes with the 250).  It caught me on one of the hills. This mishap was definitely rider error.  Bloody fool – I was told lower revs, NOT lowest revs.  At least I pulled the bike over out of the way of the rest of the crew. Now I was last in the crew (Ed note – I think I was still at the back in cardiac arrest!).  Dammit. OK, at least the track was clear.  I pinned the throttle this time, and crikey, this thing revs, and does not kick back either.

 The track was obviously not used for at least 6 months. There was the odd tree down, blocking the track.  The speed we were travelling at would be lucky to be 10km/hr, and hard going at that.  I could see that this was going to be an epic adventure.

There seemed to be a number of barricades always stopping our group, and sure enough some started to get hung up on logs and clearing the track of debris.  This is where the 200 began to show its form.  It can change direction the quickest of any bike I have ridden in memory.  I thought that getting the front wheel over a log would be harder than getting a ‘favour’ from the cook – but it is so light that this is not an issue. I started to get a little snaky as we were travelling slowly, and I noticed that the big unit is stuck trying to get the bike over a tree about a foot off the ground (he needed a bloody chainsaw, not a bike).  I thought OK tiny, stuff this, let’s go.  I opened the throttle, and hammered over the rocks and limbs on the high side of our crew, fully expecting to provide some well needed entertainment and come to a very quick stop over the sticks and rocks. You have got to be kidding, not even a kick sideways – which is rare for my riding style.

My opinion of the little KTM is now starting to rise, so now on point of our crew, I get to experience firsthand the “bracken trail”.  You have to see it to believe it.  Two feet high, with the track only just distinguishable.  I lost count of the amount of times I ALMOST collected a big rock. The other advantage of the 200 is that it seems to be able to pull up marginally quicker than the other orange bikes - being a little lighter.

The brakes worked well as I pulled up before hitting anything too dangerous.  Hills, more hills, more hills.  I cannot believe this little engine – it’s a midrange specialist – yep MID range.  The overrev is HUUUUGE.   We have to wait at the end of the first stage of the ride for the others to catch up – many bikes boiled – I reckon we could make a great commercial for NATRAD with the red faces of the crew as well.  But the 200 – no dramas.  There was no way I was handing this bike back until I have had a go at the more flowing stuff ………………………………. 

“Suspension Test Loop” –  Down to business

With the casual part of the day all but done, it was time to see how these bikes performed under more demanding conditions. Testers were tasked with riding at least one loop on each of the bikes around our “Suspension Test”. This loop is the training ground of a number of Expert and Clubmen riders with our group. It has been a major part of fitness and bike setup regimes for NSW Enduro, Australian Off Road Series, and A4DE riders. As testers we felt it important to test the bikes in a familiar environment, enabling delivery of consistent lap times. Any difference could then be attributed to bike performance, not rider-track familiarity. The loop is an eighteen hundred metre track located in established pine plantation forest, providing an array of riding conditions. Entirely single track, mostly rutted with the occasional bermed corner, acceleration and braking bumps are a feature rather than a detraction.

One straight exists of about 75m in length, and as typical of forest tracks, roots are everywhere. Predominately hard packed on higher levels, some of the lower lying areas are loamy and wet. All in all it is a difficult, demanding track necessitating one hundred percent concentration.

The Bikes – Testers Opinion.

General Specs.

2008 KTM's

200EXC

What KTM say – “Right in-between and yet right on the money. The new 200 EXC almost pampers its pilot with the playful handling of a 125, coupled with the performance approaching that of the 250 EXC. This is the right bike for Enduro lovers who like to break out of strict hierarchies.”

Differences Capacity :            193cc Weight :                97kg (no fuel, ready to race) Ground Clearance:      390mm Transmission:         6 speed Fuel Capacity:     9.5L Final Drive Gearing: 14:48 Fuel/Oil Ratio:      1:60 Starter :                 Kick

Garry

The 200EXC steered and cornered the best of all the bikes resulting in the least amount of fatigue. Knowing there was some forgiveness when out of control, meant that it could be ridden at 100% effort. This bike would cater for all levels of riders needs, both on and off the race track.

The 200 invites an aggressive riding style, and its ridability sustains this. I have ridden four strokes both on and off the race track for the last five or six years, but I am certain that more track time would have resulted in progressively quicker times. Weak points:  ·       Hard to find one. Great bike. ·       Possibly lacked a little get up a go on the faster sections if compared to the larger capacities.

1st Lap Time –  3.55

2nd Lap Time – 3.47

 Rob

I cannot believe this little engine – it’s a midrange specialist – yep MID range.  The overrev is HUUUUGE.   Great for riding in the tight single trail with pinpoint accuracy of the steering.  It can change direction the quickest of any bike I have ridden in memory.

By short shifting the 200 and using the midrange (NOT like riding a 125 and holding it fully tapped) you get the most acceleration from the engine.   The lack of rider fatigue is a big plus.  The bike does not want to ‘Leap’ forward from under you when you are on the gas, and this is why I could ride the 200 longer on the pace than an of the other KTMs.

The bike lacked a little in the low rev range.  A handlebar mounted CDI switch would be the go, to change between power and tractable settings. I seemed to be able to place the front wheel exactly where I wanted it to go, and as a result I found the bike the most confidence inspiring bike of all. This would be my bike of choice for racing as I feel that it had the most potential - with more time on setting the bike up, the faster my lap times would be.

Weak points: 

• Rocky outcrops cause the bike to ricochet from one rock to the other – due to its lightness it is not as stable as the others.
• Lack of hand protection
• Thin tubes. 
• Suspension - a little under-sprung on the flowing stuff .Sorting this would make a large improvement to an already excellent bike. Firming up the spring rates would be a huge difference.

Special test time - 4.02

Shane

This bike was the surprise of the day for me, and one of the most fun bikes I have ever ridden. While not a hill climber, the manoeuvrability of the 200 through tight single trail is exhilarating. It does require some work with gear changes, and clutch control to keep it in its sweet mid range, but it can be man handled through the tough stuff, and that makes for a cool ride.

Changing the ignition mapping does provide some change in power/torque, but with a six speed gearbox, gearing a little lower via sprocket changes would provide an excellent enduro bike, particularly for a lighter (sub 75kg) rider. The ease of changing the power valve springs also allows a degree of power/tractability. While the bike was a little under sprung for my weight, I probably don’t fit the target demographic.

In saying this though,  I don’t recall actually bottoming the suspension  on either track or trail. And I did ride this bike to my  limits. It is such a confidence inspiring ride that obstacles I would normally baulk at, suddenly seemed like fun challenges (until I ended up on my lid!!).

Barkbusters and a bash plate, or pipe guard, is an immediate necessity. As is heavy duty tubes. Don’t be sucked in by the weight factor for tubes, it’s not applicable to all but the pros (and I doubt even they would run light tubes).

Weak points:

•     No weak points specific to the 200. Some suspension work (heavier springs) for a bigger rider.

Lap Time – 4.34

Trent

The 200 feels like riding a mountain bike with an engine.  It’s a great bike to throw around in the tight running. The brakes were good, and the only limitation I found was with the suspension. Due to my size, the suspension would require some beefing up at both ends for me to be competitive. Aside from this, it is an awesome bike, and would suit all rider types. Weak points:    Suspension changes for a bigger rider.

Glen

Light rideable bike, handles well. Rear suspension was too soft for my size. Great front brakes, rear seemed a little touchy and locked easily. Suits a younger rider.

Dave

An easy bike to throw around. It’s light and feels smaller than its bigger brothers, providing a package that’s simply fun and enjoyable to ride. The suspension worked well for the bike, and the brakes were great. The 200 is ideally suited to tight tracks.

Weak points:

•   The cubic size of the motor is the only limitation. Nice bike.

Lap time - 4.44

Todd

The 200 is a bike that gives an impression that rather than ride it up some hills, you could just pick it up and carry it without too much effort. It turns on a twenty cent piece, and is a very easy bike to ride.

I really had a ball on the 200, its just a great fun bike to ride.  Compared to the big bore 530EXC-R that I just stepped off, it felt like a bmx, and did take a little getting used to. The forks felt a little soft on the big hits, but overall they felt really good. Our special test track, nicknamed “the suspension loop”, has heaps of whoops and it handled it well. At the rear the PDS did the job, but as with all the two strokes, I felt I wasn’t able to get the power to the ground smoothly. The front brakes stopped well with a nice feel, but the rear stoppers were a little touchie for my liking, I did stall it once on my timed lap. This bike likes the tighter tracks, the tighter the better. Someone who enjoys riding tight enduro, and is prepared to keep it on the pipe will perform well in both race, and social scenario’s. Lap time- 4.00 min.

 250EXC

What KTM say – “When it comes to straightforward and reasonably priced technology, this super-strong and lightweight two-stroke is the best choice for competitive riders in the E2 class. The new frame with new PDS geometry and an improved chassis with new plastic parts all-around make the super-quick 250 EXC a serious opponent for the four-strokes.”

Differences Capacity :            249cc Weight :                100.8kg (no fuel, ready to race) Ground Clearance:      385mm Transmission:         5 speed Fuel Capacity:     9.5L Final Drive Gearing: 13:50 Fuel/Oil Ratio:      1:60 Starter :                 Kick

Garry  

The 250 was good all-round but had nothing that stood out or performed better than the other bikes.

Weak points:

·       Possibly poor jetting.
·       Had a non linear power which was hard to tame during the special tests.
·       Unfortunately ranked last for me, of the five KTM’s tested.

1st Lap Time –  3.58

2nd Lap Time – 3.57

Rob

The 250EXC delivers less torque down low, more of a traditional two stroke powerband.   There is adequate power off idle and low midrange, building to a mild hit in the upper midrange (this can be varied by differing power valve springs).  It vibrated the most of the 2 strokes through the pegs, not annoyingly so, but noticeable.

The rear suspension seems more likely to bounce / kick when hitting short sharp obstacles one after the other like rock ledges, logs etc.    The 200 seems to have less of an issue than the bigger two strokes. Slowing the rebound helps. The front forks are generally very good, although sharp, higher speed firetrail hits and potholes, are transferred through the bars (70km/hr plus).

On the test track I needed to feather the clutch get drive out of some turns.  The 250cc motor seemed less willing to rip into powerband – not an easy reving motor.

Lap time - 4.06

Shane

My first leg up on the 250 was in the tight ferny single trail at the beginning of the ride, and that included a killer (nearly literally – I thought a heart attack was on the cards) hill. After stalling on a downhill section three times, I was wishing for an electric leg. It seemed to have very little poke down low, and you had to work for the midrange. Once the sweet spot was found it provided a fun ride

Sitting between the 200 and 300, the 250 two stroke is always going to be a hard sell, and to be honest it just doesn’t push my buttons like the others. It was my least favourite KTM of the day. But that’s ok, because it’s in some awesome company. Weak Points:     Unfriendly power.

Trent

The 250 was my favourite two stroke to ride (until it put me on my backside). A conscious effort to keep the revs up will be rewarded with a great ride. Excellent brakes. As with the 200, the suspension was sprung a little soft for my size. Weak points: My riding ability on two strokes

Lap time - 3. 54

Glen

This bike didn’t appeal to me. Unlike the other test bikes, there wasn’t a stand out feature that would draw me to a purchase.

Dave

 Light, easy to handle bike. It provides some good torque down low for hills, although it lacked “get up and go” power.

Todd

I have favoured four strokes for both personal and race bikes for a number of years, and don’t go to too much effort to hide that fact. Well the the 250 comes pretty close to making me take a mouthful of humble pie. I loved it, and would happily own this bike. And for a two stroke bagger, that is a big call.

 The general handling on the 250 felt markedly better than the 300. The forks are compliant, soaked the big hits well, and maintain a surefooted feel. Braking inspired confidence, with good feel both front and back. The bike just felt well balanced and controllable.

On the special test the bike performed excellently. I felt like I could slide this bike into anything, and maintain a high degree of control!

There was an issue with jetting on this bike, it just felt a little out, which is a small issue and is easily resolved.

On the timed lap I achieved the same time as on my personal race bike, so it was an extremely satisfying ride. One I could happily take at any time.

Lap Time – 3min. 50 secs.

300EXC-E

What KTM say – “A potent synergy of wondrous torque and light weight. The new 300 EXC-E is a real powerhouse that offers simple handling, just the thing you need when the going gets really tough. Now featuring an E-starter as standard equipment, the largest-capacity two-stroke EXC from KTM offers another great advantage, especially when your legs are getting tired.”

Differences Capacity :            293.2cc Weight :                103.1kg (no fuel, ready to race) Ground Clearance:      385mm Transmission:         5 speed Fuel Capacity:     9.5L Final Drive Gearing: 14:50 Fuel/Oil Ratio:      1:60 Starter :                 Kick & Electric

Garry

This bike was the total package from suspension, braking  to engine, jetting and feel.  Nice low down torque allows taller gears to be selected. Turns and steers well for a big 2 stroke as the lap times showed. Weak points:  ·       I couldn’t really find one other than a need for protection around the expansion chamber. ·       It made me nervous when holding it flat out through the whoops. 1st Lap Time –  3.48 2nd Lap Time – 3.47

Rob

What a beautiful engine,  almost four stroke like with smooth tractable power.  Power that delivered in a relatively smooth and tractable way, basically a  brilliant power spread.  This can also be varied by differing powervalve springs. Another option on engine tuning is to utilise the standard CDI adjustment for traction or power, by simply unclipping a sealed lug connector behind the radiator.(which is on all 2008 KTM's).

I rode the bike hard and couldn’t go any quicker. With this bike the limit was  my ability, but it’s sort of like the 300 wants it this way. I did have a couple of near misses with the local flora and fauna.   As with the 250, the rear seems more likely to bounce / kick when hitting short sharp obstacles like rock ledges, logs etc.  Slowing the rebound helps. The front is generally very good. It hits hard through the bars on the fire trail potholes at higher speeds (70km/hr plus),but it’s great on single wheel tracks Weak points:  ·        Suspension reaction to impacts at speed with sharp hits, eg. logs and rocks .

Lap time - 4.00

Shane

This bike is the reason two strokes still in demand. Rumour has it that the 300 is sold out in Australia at present, and little wonder why. I owned one of these and always wished for electric start, and what a difference it makes. The KTM engine is a mix of raw brute power, and tractable torque.

When compared to the others, the suspension was a little harsh on this bike, and invited an aggressive riding style. The front brake was intriguing. Although the same specs, it had way more bite than any of the others. Once known, it was great, but could be a catch for the unwary. As the big bore in KTM’s two stroke range, this bike can lug along in four stroke mode, or drop down a gear, twist the throttle, and it will leave you white knuckled and hanging on, with a hit only a 300cc two stroke can provide. A high level of fitness will enable an added level of enjoyment, because only the most experienced of riders will unleash its true potential.

Weak Points:

•    No weak points.  Experienced riders will make the most of its attributes.

Lap Time – 4.36

Trent

There’s plenty of power here. I had a bit of trouble handling the big girl, and overshot a few corners. Brakes were nice. Again the suspension needs beefing up for my size.

Weak points:

•    I felt the handling was left wanting. Out of all the KTM’s this was the least enjoyable ride for me.

Glen

The electric start is a huge plus over the other two stokes, and earlier model 300’s. The bike feels light to ride, providing good handling. The motor is an excellent performer. Forks were very responsive, and up at the rear a heavier spring is needed to round off the suspension package for my weight, and riding style. The front brakes were great.

This bikes suits all track terrain types, although a high level of fitness would be required to make the most of this bike. I would love to see this bike fitted with a Reckluse clutch, and a steering damper. Would be a near perfect package. Weak Points:      Light weight tubes ( applicable to all five bikes)

Dave

The 300 suspension felt stiffer in the setup than the other four tested. This did cause some instability, bouncing around through bumps and over rocks. This could be due to a seeming silent invitation from this bike to ride hard, although thanks to two closely stacked trees almost brought me unstuck .

Plenty of torque is available from this motor, making it feel more of a race bike than trail specific. The electric start makes starting pleasurable.

The front brakes were excellent,  once you got used to them (I locked them up first corner).

Lap time - 4.32

Todd

Although popular with most, I just couldn’t get into a comfortable rhythm on the 300EXC. Throughout the special test I didn’t come to terms with the 300’s unique power delivery, and handling combination. Compared to the 250EXC, which was superb, the extra 50cc just changed things in all the wrong places for me. Some more time may change my opinion, and possibly it just didn’t suit my riding style.
It’s a great bike for lugging up hills, and primarily suits a rider who is an avid two stroke fan. The bars felt a little low for my height, so bar raisers would be an appropriate upgrade for the over 6ft brigade.
Lap Time – 4min 3sec.

450EXC-R

What KTM say - “With a brand new engine and chassis, the 450 EXC-R is the successor to the triumphant 450 EXC-R Racing bike. It features state-of-the-art technology, not only in the totally revamped chassis, but also in the completely new XC engine, which is specially designed to meet the needs of dedicated and competitive enduro riders. A high-tech racing bike, extremely light, agile and powerful. The 450 EXC-R is the new benchmark in the fiercely competitive E2 class.”

Differences Capacity :            449cc Weight :                113.9kg (no fuel, ready to race) Ground Clearance:      380mm Transmission:         6 speed Fuel Capacity:     9L Final Drive Gearing: 14:52 Starter :                 Kick & Electric

Garry

The 450 is a very tractable and smooth bike. It held straight lines  through the rougher whooped out sections of the special test

Lap times were on par with both the 200cc and 300cc bikes, and while it performed excellently, there’s potential to make the bike even faster with some minor jetting mods. Weak Points? ·       The 450 was a little doughy off the bottom but nothing an adjustment to the jetting and maybe a Barrett exhaust couldn’t fix 1st Lap Time –  3.51 2nd Lap Time – 3.48

Rob

The 450 engine ( CDI – Power mode)  shows little attitude off idle up to midrange, then gets more angry towards top end.  It’s not intimidating in any way, just controllable. Front and rear suspension works well for just about anyone. The 450 does not deflect on obstacles like the lighter 2 strokes, inducing more confidence in off camber turns . The extra weight of the four stroke seems to help the PDS rear end stay online noticeably better than the 2 strokes, especially  in repetitive  short sharp hits.  The WP forks are better on the fire trails at higher speeds than the 2 strokes.  There is less impact transferred  through the bars.  The spring rates also seem closer to the mark than the 200. Lap time -  4.07

Shane

Torquey,  tractable power on tap is the mantra of the 450EXC-R. While a little restricted and hesitant down low, once the mid range arrives it provides an excellent ride. It’s at home in a technically challenging environment, and negotiates rough tracks, logs, and ruts with ease.  The suspension test provided ample acceleration and braking bumps, and the 450 handled them without a glitch.

 In my opinion this is KTM’s most universally appealing bike.  It’s the least fatiguing of the five bikes, and suits a wide variety of rider ability, from intermediate trailrider to enduro racer.

Lap time – 4.32

Trent

This bikes strong point is the strong, smooth tractable power. It makes trail riding easy, although an aftermarket pipe would unleash a harder more aggressive hit, either for a racer or higher level rider.

I found the forks good, soaking up the majority of hits with ease. The shock is fine for trail riding with your mates, but in a more aggressive, racing scenario a heavier spring is required. Handling was great. In the controls area, the bars were a little low for my height, and I would change these to suit. The 450 suits all types of rider, and terrain. Weak Points: I kept stalling it!

Glen An attractive bike with smooth power delivery, and excellent handling. , The rear tracks noticeably well, with the suspension soaking hits all round. The front brakes excellently, but I found the rear lacking some feel. Weak Points:   Do I need to mention tubes again

Dave

Low down torque is the feature to note here, and it makes the 450 a pleasurable ride in all track types. It pulls well through the rev range, allowing gear changes as a luxury, not necessity through the tighter stuff. Although I did stall it a couple of times, it was in second gear in the really tight stuff. The bike handles very well over the rocky terrain, and the relative softness in the rear setup made an even more enjoyable ride. Although limitations were encountered in this area on the more aggressive sections of the track. A great bike that suits all riders from average trail rider to racer.

Lap time - 4.29

Todd

The 450 is a nice trail bike. The suspension was accommodating, with plush forks, and no complaints at the rear. It’s an easy bike to ride, and handles well at trail pace, but when pushed it did feel a little uneasy. Suspension work including firming front and rear would be required for serious riding, including racers.
Braking capabilities at the front were great, but the rear did feel touchy and locked easily.
There are no complaints with the 450EXC-R. As a trailbike I liked it, but for an enduro race contender I would be looking to change setup in a number of areas. Compared to the 520 EXC, and the 250 two stroke, nothing stood out for me. My lap time was my slowest, although I did drop it in one corner.
Lap Time – 4min 20 sec.

530EXC-R

What KTM say – “Assault weapon and workhorse in one. Intense four-stroke power from the new, completely re-invented XC engine on the one hand and gentle power output for selective trails on the other add up to the best possible attributes for every type of offroad riding. In combination with the fully overhauled chassis, the new 530 EXC-R is the first choice for all those who simply can’t get enough.”

Differences Capacity :            510.4cc Weight :                113.9kg (no fuel, ready to race) Ground Clearance:      380mm Transmission:         6 speed Fuel Capacity:     9L Final Drive Gearing: 14:50 Starter :                 Kick & Electric

Garry

 This  bike has come a long way from the older 520 and 525 machines in the smoothness of power delivery right through the rev range. Very linear power and lots on tap.

Weak points:

•    Couldn’t match the lap times of some of the other bikes, but had fun trying.

1st Lap Time –  3.57

2nd Lap Time – 3.58

 Rob

With the first twist of the throttle it was obvious there is plenty of grunt, possibly too much if avoiding trouble is an aim. I then unplugged CDI to smooth power.  Firetrail pattern =  slide, slide, slide,  – smooooooth power allows easy steering with the throttle and not at all intimidating. Controllable slides are easy coming into the corners and easy to get on the gas with smooth throttle control on the exit.

This motor is awesome, and  I cannot see a flaw in the smooth power delivery.

Another big plus is the stability in sand. It doesn’t  ‘wander’ like the lighter 2 strokes.  The gearbox changes are unbelievably good .  Suspension was a standout in the KTM range – seemed to suit the engine.

CDI – Loop IN = plenty of mumbo – bit too much for the tight single wheel tracks – ideal for firetrail work. 

CDI – Loop OUT = smoooooth.  Cannot fault engine, torque everywhere, very tractable power.

530 4 stroke –great ability to stay on line using throttle control.  Extra mass helps in larger bumps.  Suspension action best of all KTMs. 

Suspension for both front and rear work well for just about anyone.  The extra beef seems to help the PDS rear end stay online noticeably better than the 250 and 300 2 strokes in repeating short sharp hits.   Less impact felt coming through the bars. 

Lap time - 4.10

Shane

The big girl of the Austrian  brand is a powerhouse on wheels. Although more tractable than its predecessors, it has lost nothing in the power stakes. A rider aboard with ability and fitness could make this bike light up.

The 530 is an intense bike to ride. The power of the bike had me overrunning the first few corners in the trailride, likewise chopping the throttle will give a quick lesson in engine breaking. After a couple of minutes the appeal of the bike is realised. Smooth, broad, power coupled with an extremely stable ride. I didn’t ever really get into a comfort zone on the trails though. It just seemed to have too much mumbo for my ability. On the special test it was like riding a different bike. Possibly due to my track knowledge, or some adrenaline induced enthusiasm, the bike dug in a blasted through the tight stuff, and handled awesome. Whooped sections that required a firm grip on the two strokes, became ripples under a rider friendly, compliant suspension package.

I was within seconds of my 450 time, and actually felt faster, but the bigger bike is obviously a little slower on cornering in the tight stuff.  With some practice you never know !

Lap Times – 4.37

Trent

 This is the bike I had been most looking forward to riding. And I wasn’t let down, I loved it. The big 530 suits a rider who doesn’t mind pure brute horsepower between their legs. It has a very smooth power delivery, making it rideable throughout the track/terrain types.

Although I found the suspension ok, I would fit heavier springs to really be able to utilise the power. Higher bend bars to suit my riding style and height would also be an improvement.

Weak Points:

•       Upgrade suspension to suit my weight.
•       Change tyres, as mentioned previously.

Lap Times –3.49

Glen The motor on the 530 can only be described as beautiful.  A big improvement in tractability over the earlier 525’s.  As with the 450, the suspension is great, and the bike tracks well making a very reassuring and stable ride. The brakes are lacking feel at the rear, but nice one finger control up front. This bike will be enjoyed by a wide variety of rider abilities, and with its excellent overall package, it’s not limited in any specific riding environment. Weak points: Tubes (again!!)

Dave

Although I only tested the big girl on the trails, the power from this bike is impressive, very impressive. Anyone but a relatively advanced rider will only be using a fraction of the throttle twist.

It handled nice, with a plush feeling at the rear, but did feel a little heavy up front. The brakes pulled up very well. It’s the ideal bike for fast open riding, or by a more advanced rider.

Weak points:

Having to repair two punctures on this bike.

Todd

Having raced a TM530 last year I am well versed in the low fun factor that big bore four strokes can provide in tight or race conditions.
Having said this, the 530 handled the best of any big bore I’ve ever ridden. I actually felt I could ride it hard without ripping my arms out.
I can’t believe how different the forks on this bike felt to the 450EXC-R. They were awesome. The bike didn’t hook up as well as my own bike with the throttle open, but the rear felt very good on both small bumps, and bigger obstacles. The 530 does take some pulling up at speed, but the brakes had feel front and rear.
This is a great trail bike. I would love to have one in the shed just to take out and throw besser block sized roost at my mates. I wouldn’t choose to race another big bore, it’s just not fun, but I would recommend it for the big wide open tracks. In suitable riding conditions anybody would enjoy this bike. Top ride.
Lap Time – 3min 52sec.

Conclusions

Garry –

Bike Suspension I didn’t rate each bikes suspension individual as they are all basically equipped with the same White Power gear.  All bikes handled great and were all within the zone whereby some minor adjustments would be all that’s needed for my weight (74kg plus gear) Brakes Brembo brakes front and rear were all excellent on these bikes but for some reason the 300 had the best stopping power and feel of any bike I have ridden. CDI power lead – All bikes were tested with lead connected.

Overall choice

Favourite race bike – 1st   450  2nd 200

Favourite social bike – 1st 530  2nd 300 

Although I couldn’t match the times of my Husaberg 450, some of the KTM’s times were very close considering no suspension adjustments were carried out.

 Rob

Favourite race bike – 1st   200 2nd 200 - again

Favourite social bike – 1st 530  (if there was plenty of open trails) 2nd 200

Shane

General usage track/trail  450. For tight single track with limited hill climbs - 200 Favourite race bike – 1st   450  2nd 200 Favourite social bike – 1st 450 2nd 530

Trent

Favourite race bike – 1st   530   2nd 250 (2 Stroke)

Favourite social bike – 1st 530  2nd 250 (2 Stroke)

Glen  

Favourite race bike – 1st   530   2nd 300

Favourite social bike – 1st 530  2nd 300

Dave

Favourite race bike – 1st   450   2nd 300

Favourite social bike – 1st 450   2nd 300

Todd  

Favourite race bike – 1st  250 (2 Stroke)   2nd 530

Favourite social bike –1st  250 (2 Stroke)   2nd 530

Wrap-up

It is ten years since KTM launched the burnt orange bikes that have become so popular. Over this period they have refined the bikes, utilising not only industry feedback, but by listening to consumers. True, there have been teething problems with some innovations, but they have been quick to respond.

The WP PDS suspension has been criticised in the past, for being unpredictable in the rough stuff. To my mind, the reengineering of the swingarm, shock mount position, has delivered a rider friendly responsive unit. As with all tuned suspension packages it will require some adjustment to cater for rider weight, and style.

All 2008 KTM's utilise a CDI mapping adjustment by means of a simple connection / disconnection of a wiring connector located beside the left radiator. This changes the mapping from power to traction. Coupled with the power valve spring combination this allows effectively 6 power / torque settings on the two stroke models.

All bikes are fitted with Magura hydraulic clutches, and this in itself is a consumer attraction. My Berg is fitted with the same unit, and they are a delight to use, and makes arm-pump virtually a thing of the past. The Brembo brakes are quality race standard units, and while some testers did comment on the feel of the rear brake, this can be attributed to setup. With the number of testers we used standard setup, so normal adjustment may resolve this. The type of riding conducted under test conditions lent itself towards lower gearing. Dropping the gearing lower than standard setting will provide a more pleasurable riding experience in the tighter trails, and hill sections

We did get three punctures in the day, all front tyres. Punctures in our parts are a very rare occurrence, and three in one day is a first . I’d chuck the light duty tubes in the bin, and invest in heavy duty tubes.

The front axle has no axle puller fitted, and can make front wheel removal a little ordinary in the bush. The trick is to keep the axle clean and greased adequately with quality product, and when removing the axle refit the axle nut a couple of turns and tap with the palm of the hand, or a strategically placed boot. It should slide out far enough for a hand hold. Speaking of hand hold, the KTM’s join the rest of the dirt bike world, and don’t have adequate hand hold area’s for lifting. My brand new Zacspeed cloves are now minus half a finger due to this issue. The burn on my finger isn’t pretty either. Continuing the damaged finger whinge, my little fingers are only just recovering from the tree bashing they copped. The design of brush guards these days provide heaps of flexibility with regards styles and tastes. I’d be investing in some full wrap Barkbusters at the time of purchase. Some models do come with KTM brushguards as pictured.

Bash plates and pipe guards are a necessity, and unless you have a race team budget, or pipe repair fetish the two stroke expansion chambers are too exposed to go nude on the pipe. Also, the four stroke header pipes are gear killers unless a pipe guard is fitted. A perfect solution is the MotoComposites carbon fibre guard kits reviewed previously right here at EMD

And the winner is………………………..

As a social bike with the possibility of some racing, the experienced trailrider would probably go for the 530EXC-R, with a step down to a 450EXC-R if the power  of the big girl isn’t in your ability scale. The 530 is a little fatiguing in comparison to the 450, so keep this in mind. If the 530 isn’t for you, then go for the 450EXC-R. Or if the two strokes are your flavour then the 300 is the pick of the bikes for general trail use. It’s as tractable as they come, and its versatility, and manoeuvrability make it an awesome choice. As a race bike the clear favourite was the 450EXC-R. Although, if the hills are limited, the little 200EXC will enable the same track but at half the sweat factor. It is truly a sweet bike, and should be considered dependant type of racing involved.

The 250EXC two stroke threw the cat amongst the pigeons during the special test. Just when the feedback signified a near universal dislike for the bike, Trent and Todd, Expert class riders whose opinions I respect (and traditional large capacity four stroke riders), say that the 250EXC was the best bike they had both ridden all day. It appears that they viewed the bike markedly different after riding the rough, technical special test.

So there you go - results as follows .........

Thanks to KTM, and Woody and the gang at the KTM Race Team workshop for the big effort in supplying the five bikes. Across the board, the testers commented that it was the most valuable test session they have participated in. Not only from an experience of assessing five bikes under the exact riding conditions, but also from self evaluation of riding skills as well.

Proof of the fun factor, is that while we were steam cleaning the bikes twelve hours after we had started riding, we were still talking bikes. You have to love life!

Hope to see you trackside. For any further info please contact me at shane@eatmydirt.com.au .

Report by Shane Corney

Photos by Rob Mendham