Flood Orange!
By TMX Archives on 17th Jul 06
KTM land the first punch in the '07 battle of the bike launches with a massive 12 new models set to swamp the UK market...
Launches don't come much bigger than KTM's '07 test fest where between our MX man Tony Marshall and enduro pilot Geoff Walker there were 12 new bikes to ride n' rate.
So DBR's very own version of Little n' Large were packed off to Austria (Tony getting away with a child's fare and Geoff in a cage in the hold to save on budget) for two action-packed days of testing, testing and more testing.
Here's what Sid and Eddie had to say...
125 SX
When it comes to KTM bike launches their 125cc two-stroker has been the automatic first pick for me for the last few years - it's always a pleasure to ride and takes me back to the good old days when the little screamers were the only weapon to have in the then 125cc class.
For '07 I wasn't expecting any major development - just a few cosmetic changes to the stickers and plastics etc - but how wrong I was. Next year's SX125 has a completely new cylinder and cylinderhead which looks extremely compact. KTM are claiming an extra 1bhp over their '06 machine and the bike does feel a bit stronger than this year's model which came as quite a shock.
The motor is so strong coming out of the turns it sometimes doesn't feel like a 125 - almost like it's been over-bored. The motor is so responsive and the bottom-end hits with such a punch. The mid-range power is equally impressive and when you're higher up the rev range coming out of a fast turn or need that little extra to get you out of trouble it's always at hand.
The track was a good test of top-end power with its long climbing straight with three jumps providing a big challenge for the motor. This bike pulls so strong that I couldn't get the motor to bog on the landings no matter how hard I tried. Not once did the motor die on me or even think about dying - at one point I pulled a high gear a bit too soon and the engine still kept pulling.
I love riding 125s and even if I don't go as quickly on one as I used to it sure did feel like I was flying. This revs and revs and, from a distance, I bet I sounded like I was hauling!
250 SX
I have to be honest and admit that 250 strokers are not bikes I'm in a rush to throw my leg over - regardless of the manufacturer - but I was pleasantly surprised with KTM's '07 quarter-litre machine.
In the past I've always found them a handful and have always looked for ways to smooth out the power but this bike was more suited to my riding style straight out of the box. The jetting was a little on the rich side which helped to flatten out the power a bit making it, for me at least, easier to ride and allowing me to be a little more aggressive on the track. Saying that, the jetting was a bit irritating when I was play riding while waiting to get the riding shots done.
So with it being a bit rich on the jetting it felt like it needed the needle dropping by one to sharpen it up but it was still a lot of fun around the stony track. I didn't find myself getting into trouble with the rear end wanting to slide out of every turn. I felt like I could take a few liberties with it and I was getting away with them.
The top-end held onto the power well so I didn't lose too much when I over-revved it which is something I do from time to time (I know, bad technique)!
Coming down some of the hills and on fast parts of the track it was really stable but when hitting braking bumps the rear end wanted to keep smacking me up the arse and take me into turns on my front wheel. I did make this a bit better by adjusting the rebound on the front forks as it felt like they were packing and not returning quickly enough. With four bikes to test you don't always get the chance to play with the settings...
250 SX-F
The other model in KTM's '07 range that I was really looking forward to riding was the 250F. My pick of the bunch from the '06 launch, in its first full year of production the 250F was a cracking bike. But development is the name of the game and staying still in such a competitive market is not an option so next year's 250 four-popper has a completely reworked chassis and features a smart new look.
The first thing that came to mind before I got onto the track was that this bike feels wider than its predecessor. Initially I felt this wasn't a necessary change until I got a some time on it under my belt and fell more in love with it lap after lap.
With it being that slight bit wider I had more feel with the bike between my legs and felt in more control and part of the bike. In a straight line the 250F is unreal - not once did I have any moments where my heart was in my mouth.
The rear shock soaked up the hard landings with complete ease and under power it tracked in a straight line without the rear end ever really feeling like it wanted to step out. Again, there were a few times coming into braking bumps when the rear wanted to kick me. But I didn't need to change any settings, just my riding position. I moved my bodyweight back a little so it was more central and the arse kicking stopped immediately which let me carry more speed into the turns.
The front end of this bike is so well balanced with the rear making it super-positive coming into and going around turns. There were times I didn't think I was going to hold onto it through some corners let alone get on the line I was aiming for but it went where I wanted again and again. The bike made it easy for me.
The motor didn't feel any stronger than this year's model, just a bit more responsive whenever it was needed. It's really torquey so there's plenty of power - even on the odd occasion when I was a bit lazy with the gearbox and should have gone down a gear it just kept pulling.
With track layout provided a good test of how strong this bike really does pull and uphill landings from fast jumps is such a good test for four-bangers as the revs can die or bog when you touch down. But not with this bike.
The brakes work so well but what else would you expect from a company like Brembo! The partnership between the brakes and front forks works like the perfect marriage with such a progressive feel.
KTM's 250F really is an enjoyable bike to ride and I was conscious of the big ***t-eating grin I was wearing inside my lid.
450 SX-F
The 450 is the bike that KTM have worked hardest on this year with a complete new chassis and motor and you'll be pleased to know that it's the first 450 MX bike out of the crate that comes with an electric start. The 450s have been a bike that I've hated stalling halfway through a session as restarting them has caused problems for many people over the last few years - especially me with my silly little legs.
The electric start works really well and it didn't miss a beat all day. During the test not one bike suffered a flat battery which is a great thing because a hot 450 is not something you want to be kicking over in the middle of a race. I did lay the bike on its side for about a minute to see how effective the electric boot was and I don't think my finger was on the button for longer than two seconds before it fired back into life.
The 450 is a man's bike and as the track we tested at is really stony I was dreading the prospect of fighting to keep the rear end under control. It took a few laps of waiting for the rear end to break free from underneath me before I realised it wasn't going to! All this bike wanted to do was track and the rear end worked great with the front coming out of turns - wherever I pointed the front the rear helped to make easy work of it.
The riding position feels very similar to the 250 - KTM have been running Renthal bars for the last few years now which is a great touch. Even the bend felt spot on for me.
The front forks have a really nice feel to them - there's no stiff part to the stroke, just a very progressive feel - although there were a couple of times when I thought I'd bottomed them out as I felt I was using most of the travel. The WPs worked so good coming into the turns, not once did it feel like the front wheel want to break away from underneath me on this stony ground.
As with the rest of the range, the rear shock soaked up big landings with ease and hitting rough sections under load when coming out of turns felt comfortable with no need to come off the gas to let the bike straighten itself up.
This motor is well torchy with no real silly hard hitting punch from the bottom-end which made it so nice to ride and a lot of fun for a 450. I didn't find myself fighting with the bike to keep it under control thanks to the very progressive power. Okay, mid-range power was a bit more aggressive and had to be treated with respect but it was still very useable and the 450 certainly doesn't lack top-end power - there was more than enough for me.
125 EXC 2T
The tiddler of the group has undergone some changes for '07 and the guys at the factory have been working real hard to improve what I personally thought was the complete package.
The new cylinder design - which is completely reworked for improved power, cooling and lightness - makes the mighty mini an absolute legend in the motor department. Even with my large frame on board the motor pulled from zero in all situations. The bike has an easy feel and encouraged an attacking style to get the best from it.
The bike seems to transform to fit any terrain. On the motocross track and through the special test it ripped when ridden hard. The smooth, hard power delivery made me wonder if I had jumped onto the SX instead of the EXC. The power really is that strong.
This bike is a blast to ride and the balanced feeling between motor and chassis on the enduro lap was noticeable in all the areas of differing terrain. Lightness and comfort make the 125 a great all-round ride although I would say that if you're a size 36 or above you might want to go for a larger capacity motor...
200 EXC 2T
In my book 200cc enduro bikes are generally legendary machines. They have that extra power and torque over a 125 and from a trail rider's point of view that extra oomph with no real added weight is a real bonus.
A few of the top hare and hounds racers use the 200 to do battle with 250 and 450 bikes here and in the States because of the agility and ease of ride. The '07 200 uses a Boyesen reed cage as well as a new 36mm Keihin PWK carb, giving it a new intake track which improves the powerband for even meatier grunt.
New settings in the suspension give a balanced feeling although - as with the 125 - the 200 is just a little under-sprung for my weight. But even so (and I am a meaty Oirishman) the balance and ease of ride was still there with no major stresses on the trails and only a little bit of a soft feel on the motocross test.
The improvements to the 200 are all positive making this bike an even more formidable trail and race tool.
250 EXC 2T
Just like the 125, the 250 EXC comes with a completely new cylinder and head design with a new power valve unit. As well as these changes there's a new V-Force reedvalve and the carb has new settings to work with the rest of the motor. These improvements are aimed at making the bike even more user-friendly in the woods and on the track.
The other new addition to the 250 and indeed all the two-stroke range is the switchable ignition. A wire can be disconnected to change the ignition curve to a more rideable setting or connected for a full power version of the curve. Personally, I enjoyed the full power version at the test venue as every part of the Austrian forest encouraged a 'have a go' attitude. The more rideable curve would be great on wet, hard going as the power is noticeably easier.
The 250 feels lighter and more agile than this year's model. I think this feeling comes from the usability of the chassis and motor combination. The bike does nothing in an uncontrollable manner on all terrain types tested. The WP suspension felt smooth and came into its own on the rocks and roots deep in the forest.
300 EXC 2T
The 300 EXC two-stroke rocks...simple. Leave it at that shall we?
Okay, better write a bit more. The daddy of the KTM two-stroke EXC range is a monumental machine and, like the rest of the range, the attention to detail and build quality is improving by the year.
The 300 was born for competition but it's also a serious fun tool on the open trails for every level of rider. The light and smooth feel to the bike - coupled with the very natural and comfortable seating and standing position on the bike - makes it a comfortable trail bike as well as a ripping racer.
The motor pulls from what seems like sub low end of the power and keeps on truckin' in a smooth, controllable way all the way to a nice over-rev. All you have to do with this bike is to climb on board and enjoy the ride.
The engineers at KTM have also designed an electric starter system for the '07 300 EXC which will be available in December. Leccy start two-smoker...legendary!
250 EXC-F
I've been looking forward to testing this machine since I heard KTM were going to release an EXC based on the SX-F motocross bike.
Let's face it, the 250 EXC needed a revamp. There was nothing wrong with the 250 EXC of the past few years if you were going trail riding but if you wanted a racer the old bike was just a little bit heavy and under-powered to cover the entire spectrum of riders from trail legend to pro racer... So the time is right for the arrival of the new 250 and the designers have been working and testing with the top guys in the WEC to develop this bike into a winner.
Pretty much everything is new and improved as the 250 is the 'special' launch for the entire '07 EXC range and it looks superb. When I got my hands on the two-fiddy I immediately felt comfortable when I threw my leg over the seat. I ran the handlebar clamps in the forward position and set the Renthal Fat Bars into an inline position with the angle of the forks. This felt comfortable when the levers were set level.
The feel from the Brembo levers is chunky and positive and I really like this. The front brake felt spongy while sitting there but the progressive feel from the front brake was good out on the trails. The Brembo clutch master cylinder is beefed up and worked perfectly. With the cockpit sorted it was time to feel the bike on the track.
The balance and handling on the bike immediately took me into a comfort zone on the MX test as well as the tight and technical enduro lap. I find it pretty amazing these days that bikes can be made to be this good. Bikes used to take a good few days to get used to but I find myself feeling comfortable enough to push pretty hard after just a lap of a track now.
The 250 EXC-F is definitely one of these comfort bikes and within minutes I was getting great feedback from all the relative departments of the bike. The balance from the front of the chassis to the rear was central and positive in all situations except for downhill braking zones. The rear brake had a grabbing feel which would transfer through the rear suspension and unsettle the bike. This was a consistent trait and is pretty much the only negative feedback I received during my time on the bike.
Handling while under power and at speed was solid and predictable with only a slight softness in the forks caused by my weight and the challenge from Jonty Edmonds to keep it tapped over the uphill ski jumps...
The motor is a silent animal. The power to noise ratio is great for the environment and test times would be drastically reduced over the previous models. The motor is deceptively fast with such a smooth power delivery that keeps on revving and takes you along at a serious speed. There was never a feeling of searching for more power or being in the wrong gear.
The six-speed box has been specifically developed for the enduro market while the quiet pipe doesn't seem too restrictive as the bike runs with a double dimensional header pipe and the design of the tailpipe makes for a greater volume to keep the noise down without a loss of power. This bike really is seriously quiet.
Overall the bike felt light and really easy to ride. The weight distribution keeps the balance and handling at a high level and the motor rips from every turn and obstacle that nature can chuck in its direction.
400 EXC
The 400 hasn't changed much from last year. The motor is tried and tested and with the proven reliability and all-round smooth feel you get from the 400 no change is a good thing.
The bike is a pleasure to ride and although it feels pretty heavy to chuck around, when it's being ridden smooth and under control it's at its best. Like every bike in the range the controls in the cockpit feel comfortable and the standing position is comfortable for longer rides.
450 EXC
This is a great bike but is probably my least favourite of the range. The extra few ccs seem to turn the bike into a slightly strange handling bike. There just seemed to be a slight imbalance through the bike as it seemed a little bit too snappy in the power delivery making for a few uncomfortable moments.
The motor delivers great power but it delivers it in a bit of a hit. This causes no problem on the fast flowing sections but is a bit of a handful in the tight stuff.
525 EXC
This chassis is made for the 525 - the smoothness delivered from this motor transfers through the chassis in a silky fashion and encourages you to crack right on.
I think this is what four-strokes are all about - a big-bore non-aggressive motor with a weighty feel which gives you pleasure when ridden well. There really is no substitute for capacity when you get to the 525 - a blend of 'man' power and a balanced chassis. Fantastic!
125 SX
Capacity: 124.8cc
Bore and stroke: 54mm x 54.5mm
Transmission: Six-speed
Carburettor: Keihin PWK 39
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1471mm
Seat height: 925mm
Dry weight: 89.5kg
250 SX
Capacity: 249cc
Bore and stroke: 66.4mm x 72mm
Transmission: Five-speed
Carburettor: Keihin PWK 36 S AG
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1475mm
Seat height: 925mm
Dry weight: 95.4kg
250 SX-F
Capacity: 249.4cc
Bore and stroke: 76mm x 55mm
Transmission: Six-speed
Carburettor: Keihin MX FCR39
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1475mm
Seat height: 925mm
Dry weight: 98.2kg
450 SX-F
Capacity: 449.3cc
Bore and stroke: 97mm x 60.8mm
Transmission: Four-speed
Carburettor: Keihin MX FCR41
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1475mm
Seat height: 925mm
Dry weight: 104kg
125 EXC
Capacity: 124.8cc
Bore and stroke: 54mm x 54.5mm
Transmission: Six-speed
Carburettor: Keihin PWK 36 S AG
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1471mm
Seat height: 925mm
Dry weight: 98.6kg
200 EXC
Capacity: 193cc
Bore and stroke: 64mm x 60mm
Transmission: Six-speed
Carburettor: Keihin PWK 36 S AG
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1471mm
Seat height: 925mm
Dry weight: 99.8kg
250 EXC
Capacity: 249cc
Bore and stroke: 66.4mm x 72mm
Transmission: Five-speed
Carburettor: Keihin PWK 36 S AG
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1475mm
Seat height: 925mm
Dry weight: 102.6kg
300 EXC
Capacity: 293.2cc
Bore and stroke: 72mm x 72mm
Transmission: Five-speed
Carburettor: Keihin PWK 36 S AG
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1475mm
Seat height: 925mm
Dry weight: 102.6kg
250 EXC-F
Capacity: 249.5cc
Bore and stroke: 76mm x 55mm
Transmission: Six-speed
Carburettor: Keihin MX FCR39
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1475mm
Seat height: 925mm
Dry weight: 107.2kg
400 EXC
Capacity: 398.2cc
Bore and stroke: 89mm x 64mm
Transmission: Six-speed
Carburettor: Keihin MX FCR39
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1481mm
Seat height: 925mm
Dry weight: 113.5kg
450 EXC
Capacity: 447.92cc
Bore and stroke: 89mm x 72mm
Transmission: Six-speed
Carburettor: Keihin MX FCR39
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1481mm
Seat height: 925mm
Dry weight: 113.5kg
525 EXC
Capacity: 510.4cc
Bore and stroke: 95mm x 72mm
Transmission: Six-speed
Carburettor: Keihin MX FCR39
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1481mm
Seat height: 925mm
Dry weight: 113.8kg