The American Motorcyclist Association
URL for this article: www.amadirectlink.com/riding/reviews/2008/KTMXCW/index.asp
KTM XC-Ws: a woods racer for every taste
Posted August 10, 2006
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By James Holter, photos by Joe Bonnello
KTM is a moving target.
Just when you think you have the alphabet soup that designates the Austrian company's various lines of off-road motorcycles figured out, they go and change it yet again.
And for 2008, they're throwing out some of the biggest updates in years.
Racing the 200XC-W in an AMA enduro
Although I got my top pick from the entire XC-W line for the race -- I went with the 200XC-W -- there are certainly specific areas where one model or another might have been the better choice.
I got a chance to familiarize myself with the differences among the XC-Ws the day before the actual enduro. I had access to a five-mile loop that featured some of same terrain that we'd see a lot more of during the event.
There were two way-fun grass track sections, some open woods and a few tighter areas. There weren't the super-tight trees or the bottomless sand that we'd see in sections of the race itself, but it was close enough.
The 450XCR-W was obviously the ticket in the grass track sections. It absolutely devoured the corner-to-corner real estate and stayed nicely planted in the flat turns. The track was marked with stakes and ribbon, and it was fun to see if I could keep the bike at just the right lean angle for the handguards to just kiss the tops of the stakes around the sweeping corners.
In the couple of places where the practice loop approached the level of tight trees I'd see later in the race (see above), however, the big four-stroke was more of a handful. Still, although side-to-side transitions happened at a slower pace than they did on the two-strokes, I could tell that deep into a timed section, when my arms were about to give out from the constant stress of manhandling bike and body through the trees, that the smooth power of the XCR would have been a huge benefit.
I also thought that the suspension worked the best on the four-stroke. It felt more supple in the chop and the bike seemed to float over the logs a bit better. But the wheelie-on-demand monster torque might have had something to do with that.
The bigger two-strokes are incredibly versatile bikes. The broad power and the wide-ratio transmissions mean there's a gear for everything and the power to make it work. Handling-wise, all the XC-Ws rail, but the two-strokes feel the lightest in the turns. The electric start works great. It's novel to hear the churn of a starter motor followed by the ring-ding-ding of a two-stroke instead of the rumbling idle of a four-stroke motor.
The 300 makes more power down low and revs a bit slower than the 250, but both of the bikes are very similar in feel and performance.
The bike I spent the most time on was the 200XC-W. In addition to the race, I also rode it more on Saturday for photos as well as on more practice loops. The 200XC-W is easily one of the most fun bikes you can throw a leg over. It's not going to win many drag races, but it's light, quick-handling and makes a decent amount of power right off idle.
In fact, of all the bikes I rode, I found myself slipping the clutch the least on the 200. In the tight stuff, it can chug along with hardly any clutch at all in third gear. Or, if you're KTM regional sales rep, 1986 AMA National Hare Scrambles Champion and multi-time Blackwater 100 winner Mark Hyde, who also rode a 2008 200XC-W in the enduro, it can scream like a banshee.
Although KTM has done an incredible job of coaxing a broad powerband out of the smaller-bore two-stroke, at a certain rpm, there's a noticeable jump in power, compared to the broader powerband of the bigger two-strokes. While that can be an advantage for someone like Hyde, for an average rider like me, the slightly harder hit can start to take its toll near the end of a 102-mile enduro in very tight terrain.
Still, the same zippy power is what makes the bike so fun everywhere else. And in a less-taxing environment (say, something a bit more open than probably the tightest enduro on the national circuit or in a shorter event, such as a local hare scrambles), it would be an advantage as well.
Where the 200XC-W really shines is in the handling department. The bike turns effortlessly. None of the other XC-Ws -- and probably few other bikes out there larger than 125cc -- change direction with as little input.
And did I mention this thing is light? KTM claims the bike comes in at 209 pounds without fuel, which is about 15 pounds lighter than the 250 or 300XC-W and about 20 pounds lighter than the 250XCF-W. In fact, I caught myself using bad riding habits several times just because I could get away with it. I sometimes only half tried to get through something correctly because the consequences of screwing up were so much less on a bike I could literally pick up to change lines.
While the 200XC-W doesn't come with electric start, I didn't miss it on this bike. It is ridiculously easy to light up the old-fashioned way. This is almost unbelievable in an era of four-stroke popularity, but once when I stalled the bike coming out of a nasty rock garden, I literally pushed off with one foot, popped the clutch and it fired up. Try that on your 250F.
While the diversity of KTM's offerings has to be a headache for the marketing and other departments that have to keep track of the alphabet soup (and it certainly must cost the company more in development than a slimmer product line), it is an investment that has paid off in major dividends.
Go to a hare scrambles or an enduro these days, and you'll see that the orange bikes simply dominate the off-road market. One reason for that is there's a bike for everyone.
With nearly the power of a 250 and the weight and handling of a 125, a 200cc off-road race bike is an important part of that formula. For 200-class riders, recreational riders, smaller riders and guys just looking for one of the best times on two wheels, there's no better choice.
And if you want one, it only comes in one color.
Photos by Joe Bonnello
At the sixth round of the AMA FMF Racing National Enduro Series in Harrison, Michigan, I got a chance to sample one of KTM's more diverse lines, the XC-Ws. In general terms, these are competition off-road bikes that have wider-ratio transmissions and plusher suspension settings than the bikes in the XC line.
While the XCs are well-suited for cross-disciplinary competency between woods and motocross, the XC-Ws are pure woods racers.
And that made them the perfect tools for tackling the tight trees, choppy soil and bottomless sand that compose the 102 ground miles of the 2007 Mosquito Classic, put on by the Buzzards Motorcycle Club.
Although my plan for the race was to pick one bike and stick with it, the day before I had an opportunity to sample most of the other models in the XC-W line. Complete specifications on all the models are available at www.ktmusa.com, but here's the overview:
| Model | Starter | Engine | MSRP |
| 200XC-W | Kick only | 193cc two-stroke | $5,998 |
| 250XC-We | Electric/kick | 249cc two-stroke | $6,898 |
| 300XC-We | Electric/kick | 293cc two-stroke | $6,998 |
| 250XCF-W | Electric/kick | 249.5cc four-stroke | $6,998 |
| 450XCR-W | Electric/kick | 449cc four-stroke | $7,798 |
| 530XCR-W | Electric/kick | 510cc four-stroke | $7,998 |
All the XC-Ws share the newest generation chrome-moly frames that come on KTM's SX line for motocross and Supercross. The frame features oversized oval lateral tubes and a rigid aluminum subframe.
One difference in the XC-Ws is the suspension. It not only has a plusher setup, but the forks are open-cartridge units instead of the SX and XC dual-chamber units that separate the oil for the rebound and compression damping functions. According to KTM, it's easier to get an off-road setup with the open-cartridge design. The XC-Ws also get machined triple clamps this year with two off-sets. A specially tapered steering stem on the XC-Ws allows for more flex on sharp-edged hits.
Out back, all the bikes get a new cast swingarm with a more progressive and repositioned shock geometry that allows for more flex. The shock is also all-new and features both high- and low-speed compression damping adjustment. It has 10mm more stroke and a higher-rate spring to accommodate the new layout as well as an aluminum body for less weight.
All the bikes get a larger airbox with increased air capacity. Even with the starter battery, which is new on the larger two-strokes, it's easy to get to the air filter. No tools are needed.
In the looks department, all the bikes get new graphics with something KTM calls "in-mould technology," which effectively recesses the stickers ever so slightly into the radiator shrouds for more durability. The XC-Ws also come with black Excel rims laced to machined hubs and lighter spokes.
Although the bikes we rode had full-on wraparound hand guards, the production bikes will come with roost guards only.
Two strokes
The big news on the two-stroke side is the electric start. It works wonderfully, probably even better than it does on the four-stroke models. The starter is located lengthwise at the base of the cylinder on the left side of the motor. It's encased in a hard plastic, removable shell, which integrates well with the case design.
Of course, the first thing most riders ask about when they hear that electric start
has been added to a bike is how much weight it brings with it. The answer: Compared to the 2007 versions, none. The 250XC-We (above) and 300XC-We are almost two pounds lighter than last year's models.
Several changes were made to the powerplants on all the two-strokes, as well. All the motors got reduced intake tract volume and a new center case shape that allows for increased flow and, therefore, better throttle response.
The CDIs on all the bikes, four-strokes included, have two ignition curves. One is designed for more aggressive power, the other for a smoother power delivery. Changing from one curve to the other is as simple as unplugging a wire that sits just in front of the fuel tank on the right side of the frame (although it seems like it would have been easy enough for KTM to wire up a switch from the factory).
Exclusive to the 250 and 300XC-We models is a lighter connecting rod designed to reduce vibration and better lubricate the top-end bearing, while the bigger-bore two strokes get a new powervalve design.
The 300XC-We (right) also benefits from a smaller cylinder design that had already
been incorporated onto the 250. One thing KTM reps say they have learned from the new generation of four-strokes is how to cool a cylinder better. The secret is increasing the surface area of the water
jacket. With a larger surface area, the same cooling effect can be achieved with less width. Combined with a different water pump design that fully exploits the narrower coolant passages, the result is
a more compact, more efficient cooling system.
All the two-strokes hold 2.9 gallons (11 liters) of fuel.
Four-strokes
On the four-strokes, the big change is a new motor for both the 450 (right) and the 530XCR-W (below).
The new big-bore motor is easier to work on, with just one oil filter, and has
separate oil compartments for the engine and the six-speed transmission, which not only means you can run different oils but it keeps particles from one contaminating the other.
The new cylinder head layout has a redesigned valve train that includes a decreased valve angle, increased valve diameter, stiffer valve actuation geometry and new rocker arms. The entire valve train is also lighter. The valve cover is inclined, which allows it to be more easily removed when it comes time to check the valves.
The motor itself also is lighter than the old RFS (racing four-stroke) engine and, according to KTM, has considerably more potential in terms of further development in off-road, as well as other areas, such as supermoto.
The 250XCF-W (right) uses the same basic engine as the 250SXF, with the addition
of new valve springs, a new exhaust cam and a new ignition curve for better throttle response, especially down low in the RPM range. It also has electric start.
The four-strokes come with 2.5-gallon (9.5-liter) fuel tanks.
The nice thing about the XC-W line is each bike has unique talents. Regardless of what kind of bike you like and how fast you plan to get through the woods, one of them probably is right for you.
|
2008 KTM 200XC-W |
|
 |
|
|
Engine |
Single-cylinder, two-stroke |
|
Displacement |
193cc |
|
Bore x stroke |
64mm x 60mm |
|
Carburetion |
Keihin PWK 36 S AG |
|
Transmission |
6-speed, wide ratio |
|
Front suspension |
48mm WP inverted fork |
|
Rear suspension |
WP monoshock PDS |
|
Suspension travel |
11.81 inches front; 13.19 inches rear |
|
Tires |
80/100-21 front; 100/100-18 rear |
|
Front brake |
Brembo two-piston caliper, single 260mm disc |
|
Rear brake |
Brembo single-piston caliper, single 220mm disc |
|
Seat height |
36.42 inches |
|
Ground clearance |
15.35 inches |
|
Fuel capacity |
2.9 gallons |
|
Dry weight |
209 pounds |
|
MSRP |
$5,998 |