Transmoto: The Dirt Journals - KTM Special Edition by Transmoto

THE

DIRT J O U R N A L S Established

2014

THE

ORANGE EDITION

Digital Flipbook

14 YEARS

OF DAKAR RALLY DOMINATION 5th VICTORY FOR MARC COMA ON KTM!

3rd OVERALL FOR ROOKIE TOBY PRICE ON KTM! The 2015 edition of the world’s ultimate desert rally was again dominated by KTM! Red Bull KTM Factory Racer Marc Coma clinched his fifth title on the KTM 450 RALLY in a harsh battle against nature, competitors and himself. Meanwhile in his debut year Australian Enduro Legend, Toby Price impressed from start to finish by utilising his vast offroad versatility to podium with a third overall on the KTM 450 RALLY. For these 2 men and KTM, Dakar is again the ultimate test, by demonstrating once more what it means to be READY TO RACE!

2001 » 2002 » 2003 » 2004 » 2005 » 2006 » 2007 »

2015 DAKAR OUTRIGHT

2015 DAKAR 3RD OVERALL

KTM 450 RALLY

MARC COMA

TOBY PRICE

» 2009 » 2010 » 2011 » 2012 » 2013 » 2014 » 2015

DAKAR VICTORIES

2001-2015

KTM Group Partner

BIKE 2015 KTM EXCS

Transmoto’s Andy Wigan checks in from Romania, where the international launch offers a telling insight into KTM’s upgraded EXC range for 2015, and the Austrians’ plans for future enduro and motocross year-models. ANDY WIGAN MARCO CAMPELLI, CLAUDIUS VASILESCU, ANDY WIGAN

POLISHED PERFORMANCE

otorcycle manufacturers tend to stage international launches in nice, friendly terrain; topography that gives the media a warm and fuzzy riding experience and reflects positively on the new machines being revealed for the first time. But not KTM. Nope, these live-to-ride fanatics from Austria like to hold their launches in some of the most technical, even inhospitable, terrain on the planet. It’s as if they’re making the point that they have the utmost faith in their motorcycles’ reliability, and they’re challenging journos to ride the things in an

TDJ

environment that’s guaranteed to assault the senses. To unveil their 2015 enduro models, KTM invited 60 of the world’s dirt bike journalists to a remote mountainous area in Romania – home of the infamous Red Bull Romaniacs extreme enduro – and sent them off around a gruelling 100km loop at high altitude. Swapping bikes with the posse of a dozen riders, the epic ride offered me the perfect opportunity to get a feel for all eight machines in what is essentially a refined enduro range for 2015. I also got the chance to sit down with two key players in KTM’s off-road program, Joachim Sauer and Bernhard Plazotta, to help put the upgrades to the 2015 EXC and SX models in context.

BIKE 2015 KTM EXCS

settings whatsoever. And standing still with its mapping and suspension settings is somewhat out-of-character for KTM’s habitually restless design team. Also, unlike KTM’s 2015 SX and SX-F models – which were all fitted with WP’s much-revised 4CS fork and mods to frame, linkage, steering stem and front axle – the EXCs’ frames got a fresh lick of orange paint for 2015, but that’s it. So, at first glance, it almost felt as if the new enduro bikes’ “aggressive

“Standing still with its mapping and suspension settings is somewhat out-of-character for KTM’s habitually restless design team.”

TDJ

UPDATES – 2015 EXC RANGE... SHARED MODS ● The grey frames are now orange – a colour

that was previously reserved for KTM’s race team machines only. ● The rims (which went from black to silver back

in 2012) are now black again – though the enduro range’s rims are now made by Giant, the bicycle company (developed specifically for KTM), as opposed to the black Excel units the MX bikes run. The corrosion-resistant black spokes remain, as do the CNC-machined hubs, lightweight aluminium spoke nipples and Maxxis Enduro tyres. ● The silver Neken tapered handlebars and now

black and come with softer-compound grips and handguards made from a new material.

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● The digital speedo is updated to an all-new

MAE unit, whose minimalistic design is claimed to be easier to read. It also has integrated warning and indicator lights. ● The rear sprocket is redesigned to save 60g

without compromising strength. ● The graphics are updated.

THE FOUR-STROKES ● The DDS (Diaphragm Damped Steel) clutch

basket has been made lighter for all four four-stroke models. Also, the oil pump suction screen on all four-strokes is fitted with an updated O-ring, which is claimed to increase durability under extreme conditions. ● The 350EXC-F and 450/500EXC all get updated

silencers to reduce noise levels and optimise performance. These look identical to the mufflers that arrived on KTM’s 2014 250EXC-F (and Husqvarna’s 2014 FE range), and use two welded-in back-to-back perforated cones just inside the end-cap. KTM says this brings noise emissions down well below FIM regulations, no doubt in preparation for the all-new Euro 4 regs that come into effect in 2017. ● The 250EXC-F gets a taller sixth gear.

THE TWO-STROKES ● All four models get revised carburetor

seal change. ● The 200, 250 and 300EXC models are fitted

with a lighter 3Ah battery, which is claimed to be more efficient and contribute to the overall weight saving of the machines. The 250/300EXC get shorter gearing on their electric starters for higher initial torque and improved starting. ● The 250EXC uses a new power-valve setting

(with the opening point at +200rpm, compared to the previous setting) for smoother power delivery, and a new CDI curve that’s optimised to suit it.

settings for a smoother power delivery.

● The ignition cover and inner clutch cover

● The PDS shock on the 125/200EXC comes

on the 250/300EXC both use an updated gasket for improved sealing.

with an improved seal for a more simplified

BIKE 2015 KTM EXCS

THE 6-DAYS MODELS

ompared with the standard EXC models, KTM’s special edition 2015 6-Days machines (available in 125 and 250cc twostrokes, and 250, 350, 450 and 500cc fourstrokes) come with a bunch of added fruit: ● WP 48mm 4CS (closed-cartridge) fork. ● Camel seat.

with Six-Days logo. ● New Leonelli light switch. ● New lightweight racing mirror. ● Fuel filter for fuel cap (four-strokes only). ● New Metzeler tyres. ● Radiator protector bars, and radiator

fan for all four-stroke models.

● Engine skidplate.

● Carbon pipe guard (two-strokes only).

● Machined, anodised orange triple clamps.

● Six-Days exhaust silencer, anodised

● Supersprox Stealth composite sprocket.

in charcoal grey with Six-Days logo.

● Alloy case guard.

● Front axle puller.

● Solid rear brake disc, floating front

● Orange radiator grill and chain guide.

disc and disc guard. ● High-strength aluminium handlebar

● Exclusive Six-Days graphics with an

Argentina-derived design.

“The 250EXC delivered its power in a smoother, torquey, more manageable way in the snotty, root-strewn Romanian forests. It now rides like a 300, but with slightly less power.” A LACK OF UPGRADES? Initially, the upgrade info that KTM revealed about its 2015 EXC range was more interesting for what it didn’t mention than what it did. Admittedly, the 250EXC got a new ignition curve to match its power-valve changes, and the four-strokes all got mods to their DDS clutch and muffler. But there was no talk of revisions to the thumpers’ EFI mapping, nor reference to any revised suspension settings whatsoever. And standing still with its mapping and suspension settings is somewhat out-of-character for KTM’s habitually restless design team. Also, unlike KTM’s 2015 SX and SX-F models – which were all fitted with

WP’s much-revised 4CS fork and mods to frame, linkage, steering stem and front axle – the EXCs’ frames got a fresh lick of orange paint for 2015, but that’s it. So, at first glance, it almost felt as if the new enduro bikes’ “aggressive black rims” and flashy orange frames were high-visibility distractions from the fact they really weren’t that different from their predecessors. Or were they?

ACID-TESTING THE UPGRADES Given that a majority of the launch ride took place between an altitude of 1500 and 2500m, it’s hard to make

BIKE 2015 KTM EXCS

“The standout machine – the one that kept raising eyebrows and became more sought-after than any other in the slick and technical sections of the Romaniacs trail loop – was the 250EXC-F.” A LACK OF UPGRADES? Initially, the upgrade info that KTM revealed about its 2015 EXC range was more interesting for what it didn’t mention than what it did. Admittedly, the 250EXC got a new ignition curve to match its power-valve changes, and the four-strokes all got mods to their DDS clutch and muffler. But there was no talk of revisions to the thumpers’ EFI mapping, nor reference to any revised suspension settings whatsoever. And standing still with

its mapping and suspension settings is somewhat out-of-character for KTM’s habitually restless design team. Also, unlike KTM’s 2015 SX and SX-F models – which were all fitted with WP’s much-revised 4CS fork and mods to frame, linkage, steering stem and front axle – the EXCs’ frames got a fresh lick of orange paint for 2015, but that’s it. So, at first glance, it almost felt as if the new enduro bikes’ “aggressive black rims” and flashy orange frames were high-visibility distractions

ORANGE MASTERPLAN

ormer European Enduro and ISDE Champion, Joachim Sauer, has worked with KTM since the mid 1980s. He’s a colourful character and very much the heart and soul of the company and its incredible success in the off-road market. We sat down with “Jochi” at the Romanian launch to get an insight into the 2015 bikes and what we can expect to see from KTM in the coming years. Refinement – not revolution – for the 2015-model EXCs ... is that a fair assessment, Jochi? JS: It’s true that this year’s EXC range received mainly refinements. But we are still doing a lot more

will give us some peace to perform refinements from time to time with our year-models. Plus we have a lot of homework to do with the new regulations. Are you referring to the Euro 4 regulations that come into effect in 2017? Yes, precisely. In particular, I’m speaking about the new regulations for emissions and noise, as they will drastically change the bikes in coming years. Meaning your challenge to minimise the impact of these new regs on the bikes’ performance and rideability, right? Absolutely. We want to keep our

I was honestly concerned that there may be some pressure for us to give up the PDS system because, for enduro applications, there is no doubt the PDS is an excellent solution and one that is unique to KTM. There were only a few voices out there requesting a move to a linkage, but I’m glad to say that a greater majority were able to recognise the benefits the PDS has with things like ground clearance, weight, maintenance, etcetera, and I think that all the recent shootouts help prove that the no-linkage PDS system is very competitive. There is no reason for us to move away from it.

motocross tracks ... and also for their cross-country applications, where many riders use motocross bikes. Remember that this is an all-new 4CS fork with very different, motocrossspecific internals. Our testers feel the open-cartridge fork on the EXC models remains very competitive, but we are still capable of offering consumers both the open-cartridge and closed-cartridge 4CS forks on our enduro bikes – by buying a standard EXC or a 6-Days special edition model, respectively. The 4CS has a slightly higher specification, but both forks have their advantages in different conditions. And the 4CS is also a lot cheaper

“We are not yet 100 percent convinced that air suspension is a positive step, so it is not yet decided whether – or when – we would look to fit this technology to future KTM models.” than our competitors. It’s almost a sensation now if KTM is not making a completely new bike every year [laughs]. We remain the strongest player in the enduro segment and we have made some very significant gains in market share with our motocross models. Previously, no one considered KTM to be a serious motocross manufacturer, but we are now in the league of the big players in that market. And that makes us very happy. I think consumers recognise that all KTM models are at a very high level right now, and they

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models as ‘ready to race’ as they are now, while abiding by the new rules fully. In addition to restricting the emissions to around half of what we have now, there will be new requirements for things like evaporation systems and onboard diagnostics. This has particularly big implications for two-strokes and it will mean they will no longer use a carburetor. Were you surprised that the ‘in-house’ arrival of Husqvarna did not prompt a call for KTM to fit a linkage to the EXC range?

Initially, WP’s 4CS fork was marketed as an enduro-specific solution, and yet it has now been fitted to KTM’s MX bikes for America and Australia, but not the EXC range. Explain the thinking there? When it comes to suspension settings and componentry, we believe the various markets have a certain right to decide what they get. On the motocross side, it was a clear request from the US market as they believed the 4CS was more suitable to their smoother, more flowing

to produce than the closedcartridge fork previously on the MX bike, right? In terms of both weight and the cost to produce, the 4CS fork sits somewhere in between WP’s open- and closed-cartridge forks. There has been a strong trend toward air forks for the Japanese MX bikes. How far off is WP’s air fork? Will KTM’s MX range get one in 2016? It’s no secret that we

have been working on air suspension with WP. In the AMA Supercross, we have been testing the air shock for some time, and we are also testing air-sprung forks. But we are not yet 100 percent convinced that air suspension is a positive step for us, so it is not yet decided whether – or when – we would look to fit this technology to future KTM models.

UPDATES – 2015 SX RANGE... SHARED MODS ● WP’s 4CS (4 Chamber System) closed-

cartridge fork with completely updated internals is fitted (to Australian and American bikes only). ● The front axle diameter has been reduced

from 26 to 22mm, and the axle offset in the fork boot is 2mm smaller (from 35 to 33mm) to improve front-end feel and stability. Incidentally, WP’s ‘standard’ closed-cartridge fork (retained for the European models) gets the same axle size and offset mods. ● The shock linkage is 40g lighter and comes

with a completely revised rising rate, developed by KTM’s US factory team. It attaches to the frame via stronger mounting lugs on an all-new (60g lighter) machined cross-tube. ● The steering stem gets a new bolt and

updated aluminium O-ring support on the lower bearing to save 8g and 223g, respectively. ● The shock absorber settings have been

revised to suit the new linkage geometry. ● The frame is now orange. ● The Excel rims get a black finish. ● The rear sprocket is redesigned and

50g lighter. ● The fork protectors get an open design

to fit the new fork boots and make them easier to replace. ● The black Neken tapered handlebars

come with softer two-compound grips.

● Dunlop’s recently released Geomax

MX52 tyres are fitted front and rear. ● The graphics kit is updated.

THE FOUR-STROKES ● The oil pump suction screen on all four-

strokes is fitted with an updated O-ring to improve durability. ● The 250/350SX-F gets a lighter basket

in their CCS (Coil Spring Steel) clutch. ● The 250SX-F gets new clutch springs

for more consistent feel under stress.

THE TWO-STROKES ● The 125/150SX get a new ignition curve. ● The 250SX gets a lighter basket in its

DDS (Diaphragm Damped Steel) clutch.

THE MINIs ● The 50SX get revised carb settings, a

new reed valve, and new Maxxis tyres. ● The 65SX gets a new reed valve, an optimised

ignition curve for smoother delivery, an all-new shock absorber (with high- and lowspeed compression adjustment), a modified frame to accommodate the new shock, and new Maxxis tyres. ● The 85SX is fitted with an all-new, high-

performance cylinder with revised powervalve and porting, new swingarm and chain guide, new Maxxis tyres, and a fresh graphics kit.

BIKE 2015 KTM EXCS

A LACK OF UPGRADES? Initially, the upgrade info that KTM revealed about its 2015 EXC range was more interesting for what it didn’t mention than what it did. Admittedly, the 250EXC got a new ignition curve to match its power-valve changes, and the four-strokes all got mods to their DDS clutch and muffler. But there was no talk of revisions to the thumpers’ EFI mapping, nor reference to any revised suspension settings whatsoever. And standing still with its mapping and suspension settings is somewhat out-of-character for KTM’s habitually restless design team. Also, unlike KTM’s 2015 SX and SX-F models – which were all fitted with WP’s much-revised 4CS fork and mods to frame, linkage, steering stem and front axle – the EXCs’ frames got a fresh lick of orange paint for 2015, but that’s it. So, at first glance, it almost felt as if the new enduro bikes’ “aggressive black rims” and flashy orange frames were high-visibility distractions from the fact they really weren’t that different from their predecessors. Or were they?

ride took place between an altitude of 1500 and 2500m, it’s hard to make a definitive call on how the jetting changes have impacted on the twostroke’s performance this year, as

two-dingers always run a little fat in thin air. That said, with mods to power-valve and ignition curve, the 250EXC felt like it delivered its power in a smoother, torquier, more

INSIDE THE UPGRADES Yes, I think you can say that. The way we fulfill these new regulations will be the most important step for KTM in many years because, on the off-road side of our business, enduro bikes are the main component. We have to work very hard to ensure we retain our market-leading performance in the new regulatory environment. Are you any clearer than a year ago about the specifics of the Euro 4 regs?

yet decide on what material we use for our fuel tanks, which then has implications for the tank’s strength and durability, etcetera. Were the muffler changes to the 350, 450 and 500cc four-strokes simply to reduce noise? No. It is true that the main reason we changed the internal design of the mufflers was that it reduces noise by about 2dB. But as there is more packing around the new

internal perforated core and end-cap on the enduro models is a little smaller. The biggest change to the twostroke EXCs this year was probably the 250EXC’s power-valve mod. How significant is it? Delaying the opening of the powervalve by 200rpm might not sound like much, but it has a very significant impact because we have accompanied that with a change in the rate that

“Now we are finding that the front axle has a direct bearing on the fork’s ability to absorb small bumps and give the rider good feel.”

ernhardt Plazotta has overseen the product R&D for KTM’s off-road model program for many years and knows the bikes better than anyone in the company’s Austrian HQ. To understand the changes that KTM did and didn’t make for its 2015 bikes, we put “Barney” in the hotseat… Why no changes to the EXC bikes’ suspension settings this year, Barney? There were very few changes last year, too. BP: Well, we performed a lot of testing

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again for this year’s bikes. Of course, we found it is possible to make the suspension work better on specific types of terrain, but we were unable to find settings that improved on all-round performance. And there is absolutely no sense in making changes simply for the sake of change. With the Euro 4 regulations applying from 2017, does that mean we won’t see too many major changes in the meantime; for 2016, that is?

In all honesty, not really. For some time, we have known what the rules are, but how they intend to test for things like emissions is still not so clear. They are still not yet 100 percent decided on a few key areas. For example, they initially planned to use a ‘Shed Test’ for emissions, where the bike is put in a chamber and emissions from both the exhaust and fuel tank are measured. But now it is not clear if that homologation rule will apply to dirt bikes. So that means we cannot

straight-through core (compared with the previous muffler, which has less packing around the chamber inside the back of the muffler), it is also more reliable. Plus the new design meets the USA regulations, which say you need a spark arrestor. The added benefit is that this new muffler makes the power more responsive using the same mapping as 2014. The internal design of the EXC models is now very similar to what the motocross bikes use, except the diameters of both the

it then opens. That slower ramp, in combination with mods we made to the jetting and ignition, makes for a noticeably smother power curve. And that makes the bike easier to ride in a wider variety of conditions – maybe a little more like the 300EXC. Our research has found that only dedicated ‘two-stroke guys’ bought these bikes in the past. Now that we have managed to make their power broader and less aggressive, we are seeing more four-stroke riders

attracted to these models. Why are the new Giant rims better than Excel or DIDs? Giant make big volumes for mountain bikes and for the trials bike market. We used Giant rims on the enduro bikes we sent to the USA last year, which was about half of our production. This year, it was also important for us to have a second supplier of rims for our off-road bikes. The Giant rims have repeatedly proved that they are much stronger than the Excels we previously used on the EXC range. They use the same material as what is used in the motocross bikes’ Excel rims, though they are a slightly different shape; they are thicker and slightly heavier. After this entire launch, I could not find one of the bikes with a dented rim and, as you know, these rocky Romaniacs tracks are not easy on the bikes. Are the weight savings to the DDS clutch significant enough to affect power delivery? No, I don’t think it will create a noticeable change in throttle response. Reducing weight is something we are mindful of for both the chassis and engine. The DDS clutch has proven to be enormously

“The way we fulfill the Euro 4 will be the most important step for KTM in many years. We have to work very hard to ensure we retain our market-leading performance in the new regulatory environment.” reliable since we introduced it on the 2012 models, so the design team for the engine found they could make weight savings with the clutch basket without compromising durability. It is only a small change that was initially planned for the next generation, but we were confident to introduce it earlier. The same thing happened with the rear sprocket, which was planned to be introduced for model-year 2016. The handguards came in for some criticism in 2014. Are they less likely to break now? The styling and two-compound design remains for 2015, but the outer material is now more flexible, plus it is bonded chemically to the inner material. It’s a small change, but it makes the handguards much less inclined to break in a crash. No changes to the triple clamps’ design this year ... have you lost your obsession

with those things, Barney? Yes, yes, I know people always say I am obsessed with updating the triple clamps and their flex characteristics every year. But for 2015, there was no reason to change because there were no changes to the fork or chassis. We always look at the design of those three components together; a change to one will likely mean a change for one or both of the others to ensure the chassis and suspension works in harmony. Looking at your 2015 motocross models, can you explain the rationale behind the linkage mods. The change to the linkage was driven mainly by what was developed by our race team guys in Europe. For the American market, we were previously shortening the shock length by 4mm to create the chassis geometry they wanted, but this is not the ideal way to achieve that. For 2015, the linkage is what creates that geometry (the

swingarm angle is one degree less), rather than shortening the shock shaft. Roger De Coster’s team in America were running their race bikes even lower in the rear-end than the standard bikes, and this is where the shorter shock was making it more difficult for them to get the right set-up. With the revised linkage, they could use the same shock length, which helped them improve their settings and progression through the stroke. So when we say the ratio in new linkage is firmer to begin with and then less progressive, that is technically not true, because you now have that extra 4mm of shock shaft. Why reduce the front axle size for 2015? For years, it’s always been about making the axle bigger and stiffer. You’re right, it has. We reduced the axle diameters from 26 to 22mm this year because we experimented a lot with the combination of rigid and

flexible components. Over the past decade, things like seals, bushes and the inner tube all affect sensitivity to small bumps. Now we are finding that the front axle has a direct bearing on the fork’s ability to absorb small bumps and give the rider good feel. In the past, the benefit of fitting a smaller axle was outweighed by a larger disadvantage – it made the front-end feel nervous on downhill. But with the firmer fork settings we have moved to in recent years, the smaller axle now helps give the bike’s front-end traction over the small bumps, rather than make it nervous. The other benefit of the smaller axle is that it allows you to reduce the axle offset (which is similar, but not identical to, reducing the triple clamp offset). The new axle clamps let us reduce the offset from 35 to 33mm, which increases the trail and gives the bike better cornering stability and traction.

an incredibly versatile little all-rounder that eats slippery hills and technical terrain for breakfast, but which now holds its own on the faster flowing stuff. That newfound versatility is reflected in the model’s sales figures in Europe and the UK, but not in Australia, where the 250EXC-F struggles to crack 100 units per year. So, if there’s one takeout point from the launch, it’s that the 250EXC-F is the most underrated machine of the bunch – in Oz, anyway.

AT THE DEALER In recent years, KTM’s MX and enduro

KTM’S PRICING MODEL

2014 RRP*

2015 RRP*

YOY INCREASE

MINI

50SX MINI 50SX 65SX 85SX SW 85SX BW

$2,995 $4,495 $5,995 $6,995 $6,995

$3,995 $4,795 $6,295 $7,495 $7,495

$1,000 $300 $300 $500 $500

MOTOCROSS

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2T 125SX 150SX (SPECIAL ORDER) 250SX

$9,495 $9,495 $10,295

$9,995 n/a $10,995

$500 n/a $700

4T 250SX-F 350SX-F 450SX-F

$10,495 $10,995 $11,495

$10,995 $11,695 $11,995

$500 $700 $500

ENDURO

2T 200EXC 250EXC 300EXC

$9,995 $10,995 $11,995

$10,995 $11,995 $12,995

$1,000 $1,000 $1,000

4T 250EXC-F 350EXC-F 450EXC 500EXC

$11,495 $12,495 $12,795 $12,995

$12,995 $13,495 $13,795 $13,995

$1,500 $1,000 $1,000 $1,000

CROSS-COUNTRY

350XC-F 450XC-F

$11,495 $11,795

$12,495 n/a

$1,000 n/a

SIX-DAYS

2T 250EXC 6-DAYS 300EXC 6-DAYS

$12,495 $13,495

$13,495 $14,495

$1,000 $1,000

4T 250EXC-F SIX DAYS 350EXC-F SIX DAYS 450EXC SIX DAYS 500EXC SIX DAYS

$12,995 $13,995 $14,295 $14,495

$14,495 $14,995 $15,295 $15,495

$1,500 $1,000 $1,000 $1,000

FREERIDE

FREERIDE 350 $9,995 $10,995 *All prices include GST, but exclude dealer delivery & on road costs where applicable.

$1,000

models have been competitively priced against their rivals in Australia. In fact, with price cuts for many of the MX models in 2013, and no change to RRPs at all in 2014, you could even argue that they’ve been aggressively priced here. But, as KTM Australia’s General Manager Jeff Leisk explains, prices are set to change this year. “Since the launch of the 2014 model range, the Aussie Dollar has devalued as much as 20 percent against the Euro,” says Leisk. “This weaker rate of exchange has impacted on the RRP of our 2015 off-road range, which has seen comparatively modest increases

BIKE 2015 KTM EXCS

of around five percent on MX models and eight percent on the enduro range. With affordability in mind, KTM Australia has absorbed the currency devaluation as much as possible to ensure our retail prices remain competitive.” In cold, hard cash, those percentage changes Leisk mentions translate into a $500-$700 increase for the motocross bikes and $1000 for all the

enduro models (except the 250EXC-F, which gets a $1500 hike). Check the table on this page for pricing details. The first shipment of 2015 KTMs are due to arrive in Australia in late July. Sign yourself up for a KTM Dirt Days demo ride. With eight models to choose from, you’d be crazy not to do some back-to-back testing to target the machine that best suits you.

LOG ON TO For behind-the-scenes footage of the international launch and its magnificent test loop in Romania’s Transylvania region.

POWER KTM PowerParts make your motorcycle even more individual and powerful. Whether it be performance or look - KTM PowerParts offer thousands of options for configuring your bike completely to your tastes. You decide.

To get your ride set with the latest from KTM PowerParts visit your local authorised KTM Australia Dealer and keep it all orange!

KTM Group Partner

STYLE KTM PowerWear is made to suit your orange life. From the race track to the desert - or the kitchen to the shed, KTM PowerWear offers you a fantastic range of clothing, gear and accessories to help your orange life.

To get your orange style on with the latest from KTM PowerWear visit your local authorised KTM Australia Dealer and keep it all orange!

KTM Group Partner

SHOOTOUT 300cc ENDURO

2015 KTM 3 0 0 EXC

2015 BETA RR300

2015 SHERCO 300S E-R

$12,995

$11,390

$11,990

It’s long been regarded as the benchmark performer in the class, but will KTM’s biggest-selling two-stroke enduro bike suffer from a lack of upgrades and a price hike for 2015?

It’s had an outstanding powerplant from day dot, but have the sweeping mods to engine, suspension and ergos for 2015 made this bike a more versatile all-round performer?

It’s the two-stroke flagship for the techsavvy young French company, but can this machine stand toe-to-toe with its rivals, just as its four-stroke brethren have done in recent years?

BIKE SET-UP: The three test bikes were all standard, but de-restricted. They had their ADR bits removed and were set up in ‘competition use’ trim

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(which is how many customers now request them from dealers), and each bike ran the FIM-approved tyres they each come with from Australian dealers.

BIKE 2015 KTM EXCS

3 300 cc 2s Given that 300cc two-strokes are proving increasingly popular with Australian trailriders, we put the upgraded 2015-model machines from Beta and Sherco up against the KTM that has topped the category’s sales for years. ANDY WIGAN

ANDY WIGAN & KURT TEAGUE

en or 15 years ago, if a mate offered you a quick blat on his 300cc twostroke in tight terrain, you quickly found a convenient excuse to decline it. The power delivery on those old-school 300s was better suited to a motocross track than the bush. So, if you weren’t on your A-game, your mate may as well have offered you a trip to the emergency ward. But things have changed in recent years, and the 300cc two-stroke is enjoying a real resurgence – particularly in the power-thirsty Australian market, where KTM now sells three times as many 300EXCs as they do 250EXCs. True! Despite the two models being differentiated by just 50cc, KTM expects to shift almost 500 300EXCs in 2015, but only 150 250EXCs. The 300EXC has become the third biggestselling model in their enduro range; not far behind the 350EXC-F and 500EXC four-strokes, which are projected to sell 625 and 565 units, respectively. It’s a sales pattern mirrored by the other manufacturers, too. So, why the rejuvenated popularity of the once intimidating 300 two-dinger? Well, aside from being much more user friendly, the new-generation 300s are increasingly perceived to offer superior bang-for-buck for a broader crosssection of Aussie trailriders. They’re cheaper than the four-strokes to buy and easier to maintain. Plus they come with an electric leg and big-balled bragging rights. In other words, these ‘new-age’ 300s have adopted a thing or three from

their four-stroke brethren and now represent excellent value for money. And with direct injection just around the corner, they’re well placed to get even better. Don’t think for a moment the other manufacturers haven’t been paying attention, either – the switchedon European brands, anyway. The category’s growing fan-base has lured Beta and Sherco into the fray in the past two years, while the likes of TM, Gas Gas and Husqvarna have all reupped their two-stroke R&D programs. But how do the two new players in the two-stroke enduro bike market stack up against the class-leading KTM? Have the substantial mods that appear on both the 2015 Beta and Sherco narrowed the gap to KTM’s 300EXC? Or have they actually upstaged the Kato? To get a feel for the comparative performance of these three 2015-model 300s, we put them head-to-head for two days on a combination of grasstracks, enduro loops and typical Aussie trails, using five test riders of varying ability and weight. While all three powerplants might use an identical bore, stroke and 36mm Keihin carb, it soon became apparent that the Italian, French and Austrian machines have totally different personalities. Read on to find out which of them is best suited to you, and why. And to help you compare the bikes’ componentry and other key issues, such as and fuel range and maintenance considerations, we’ve included a bunch of tables on the final spread. 19

SHOOTOUT 300cc ENDURO

KTM 300EXC ERGOS & BRAKES All three machines have a superb quality of finish and top-shelf componentry throughout, but there’s something about the KTM that makes it feel more refined; more harmonious in the way all those components fit together. While the KTM’s cockpit isn’t quite as slim or minimalistic as the Sherco’s, its fuel tank, frame, bodywork and plastics are all perfectly integrated, which creates a more streamlined interface for the rider. With bevelled edges on the fuel tank and the new-look kinked shape of the radiator shrouds, nothing juts out to catch on your boots or kneebraces on, or to impede movement around the cockpit. Even the sideplates have been specifically designed with a small lip to give your boots something to grip while standing. And speaking of refined, the KTM’s inlaid graphics really are a level above the opposition. These things will happily withstand more than 30 hours of abuse before they even start to look scuffed. There’s nothing unconventional about the triangle created by the Kato’s bars, seat and footpegs, and all controls have a crisp, light feel about them. Of the three bikes, the KTM does have the softest seat, which is comfortable on long trailrides (and helps make the suspension feel ever plusher), but perhaps a little too soft for dedicated racers, who like to be able to slide quickly up and down the seat and have a more direct feel for what the bike’s doing beneath them. The KTM comes with the strongest set of handguards and the best fastener commonality, and it’s

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the only bike to use the practical offset axle-block adjusters (which allows you to change gearing without having to dick around adding or removing chains links). Plus its Brembo brakes – subtly updated versions of what the Sherco uses – offer the best stopping power, though not quite the feel of the Sherco’s Brembos. On the downside, the 300EXC doesn’t come with a skidplate – which is strange, given that KTM Australia fits one to their entire four-stroke EXC range. That said, the slanted shape of the bike’s lower frame rails create more ground clearance – so much so that the KTM’s front wheel sits on the ground when the bike’s on a static stand. The Kato is also the only bike whose seat can’t be removed without tools. Granted, you don’t need to remove the seat to get to the air filter, but if you want to access the battery or wiring loom or remove the fuel tank, you’ll need to get busy with an 8mm first. And then there’s that starter motor – that unsightly black wart on the side of an otherwise cutting-edge specimen. KTM’s designers visibly cringe when you bring it up in front of them, but the design is unlikely to change until the 2017 model, when direct injection (and new engine cases) is likely to appear for the first time to meet the new Euro 4 regs.

ENGINE You could argue that the 300EXC single-handedly reinvigorated interest in big-bore two-stroke enduro bikes in recent years. This machine was the first two-stroke

to fit an electric start back in 2007 – which, in itself, instantly led to a boost in sales. But what really managed to convert countless four-stroke (and smaller capacity) riders to the 300s was the broad and user-friendly nature of this bike’s power delivery. For 2015, it gets minor mods to the battery, starter motor and jetting, but KTM has otherwise stuck with this tried and tested powerplant. Of the three machines, the KTM’s power delivery is the most difficult to fault. It might not quite have the Beta’s bottom-end response, nor the Sherco’s screaming topend, but it doesn’t fall short of the other machines in either area, and it remains a great all-rounder that’s equally at home on the trail and race track. Its spot-on jetting creates crisp, responsive power across a broad rev range; its transmission is slick and positive; and the featherweight action of its diaphragm-spring clutch helps get the power to the ground very effectively. You just can’t overstate the importance of a light, predictable clutch on a powerful enduro bike – that one lever puts you in control of the machine rather than at its mercy. With a starter motor’s new shorter gearing, the 2015 300EXC definitely fires into life quicker and more reliably than its predecessor did. There’s no delay and none of those old whining sounds. The KTM does come onto the pipe a little harder and later than the Beta, but you wouldn’t call it an abrupt ‘hit’. The Kato’s transition into its meaty mid-range is simply not as silky smooth as the Beta’s, but it’s still an enormously user-friendly

The KTM may not get many upgrades for 2015, but it still has the broadest spread of useable power and a suspension package that’s so versatile, it leaves the other two bikes for dead.

powerplant, and it keeps pulling harder for longer once it’s on the pipe. And that gives the KTM a broader and more versatile spread of power than the other two bikes. It can be chugged around by an overweight, sit-down trailrider, or revved by a fit young racer punk. Having tested the three powervalve springs back-to-back, we drew similar conclusions as we did with the Beta – that the standard spring creates the broadest and most versatile power curve. Like the Beta, the KTM’s fundamental engine character is broad and smooth, so by delaying the opening of the powervalve via a firmer spring (and/or more preload), it only makes it more difficult to control the hit of power when it does arrive. That said, it

SHOOTOUT 300cc ENDURO

would be nice if KTM fitted their Map Selector Switch as standard equipment, rather than charge $170 for the aftermarket option through their Power Parts catalogue.

HANDLING It’s been two years now since KTM has made any substantial mods to the WP suspenders in the 300EXC, which seems to sit at odds with the Austrian engineer’s restless reputation. But at the past two international launches, they were very up-front about the reasons behind it. Put simply, they could not find settings that improved the allround capabilities of what the bike already had. Yes, they could have improved its resistance to bottoming around flat-out undulating grasstrack, or made it plusher over the rock-strewn trails that litter

SCORECARD 300EXC Engine............................8.82.................................1ST Handling........................8.47.................................1ST Ergos & Brakes.............8.93.................................1ST OVERALL........................8.62................................1ST

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their test tracks in Italy and Spain. But as a package that could handle the lot, the versatile existing settings could not be topped. And there’s that word again – “versatility”. The 300EXC’s suspension package has an uncanny knack of doing everything very well, and very little badly. It’s a level above the suspension performance of the Sherco and Beta, aided first and foremost by having the best frontto-rear balance. It’s just as plush as the other two bikes when it comes to absorbing small chattery bumps, which allows the Kato to hold its line heading into turns. It’s the least unsettled by square-edged hits. And yet it still manages to be the most forgiving and resistant to bottoming when pushed hard through G-outs, big braking bumps or flat-landings when you get a bit too excited over an erosion mound. Yes, the genius

of the KTM’s suspension is how progressive the action is. There’s no deflection and no spike as either end compresses into its stroke; just a super-predictable gradual firming of the compression resistance. The Kato’s chassis remains composed over a series of bumps that’ll unsettle both the other bikes, and that gives you the confidence to attack things harder aboard the KTM. It’s that good, several of our test pilots said they’d be happy to race on the standard settings. And while the fork would need to be firmed up for a heavier Pro rider, the action of the PDS shock absorber action is good to go. Put simply, the KTM has the best all-round suspension package – for both trail pace and racing – and it’s the one area of performance where it left both the Beta and Sherco for dead.

2 015 UPGRADES Revised carburetor settings for smoother power delivery. A lighter 3Ah battery is fitted, and the electric starter gets shorter gearing (for higher initial torque) to improve starting. The ignition cover and inner clutch cover get an updated gasket for improved sealing. The frames go from grey to orange – a colour previously reserved for KTM’s race team machines. The rims (which went from black to silver in 2012) are now black again, but are now made by Giant (as opposed to the black Excel units on the MX models). The Neken tapered handlebars are now black and come with softercompound grips, and the handguards are made from a less brittle material. The digital speedo is updated to an all-new MAE unit, with a minimalistic design that’s easier to read. It also has integrated warning and indicator lights. Updated graphics.

ALL

ORANGE KTM Spare Parts Kits are available to make it easier to service, maintain and pamper your KTM. For a full range of KTM Spare Parts Kits that suit your KTM see your local Authorised KTM Australian Dealership and KEEP IT ALL ORANGE.

To keep your ride sweet with the latest from KTM SparePart Kits visit your local authorised KTM Australia Dealer and keep it all orange!

KTM Group Partner

MAKI N G S EN S E O F IT ALL Two words kept coming up in the course of testing these three 300s: “refined” and “versatile”. But they were only ever attached to one bike: the KTM. This shootout was all about one very refined machine that’s been developed for years to reach its full potential; up against two recent entrants to the segment that both have enormous potential, but need fine-tuning before they can live up to it. The idea of being refined is not just a quaint design notion, either. When you’re dealing with powerful enduro bikes that are capable of high speeds in close proximity to big trees, things such as usable power, predictable suspension and dependable brakes all take on an elevated significance. And that’s why the KTM kept appearing at the front of the queue. All five testers rated the Kato’s engine, suspension and ergo/brakes packages first, and all five picked it as their preferred machine for both the trail and the race track. The Beta’s engine took the challenge up to the Kato, as did the Sherco’s suspension action. But, in stock trim, neither could match the Austrian machine’s all-round appeal. Of course, when you bring purchase price into the equation, things get more complex because the KTM’s $1000 price increase for 2015 (and what appears to be a corresponding premium in spare parts’ prices) now puts it well above the other two bikes on dealer floors, and that’ll leave a lot of blokes pondering what sort of mods aftermarket parts that price differential could buy them. After all, for a $1200-$1500 premium, the Beta has a up-specced suspension package available on its ‘Racing’ model, while Sherco’s ‘Factory Edition’ machine (which comes with clear fuel tank, and mods to the engine, brakes, protection and seat) retails for just $1000 more than the ‘Racing’ model we tested. In any case, more brands and more options in the growing 300cc two-stroke enduro bike segment means more choice for consumers. Which means it’s time to man up, ask for a test ride and see just how far these machines have come in recent years.

C O M P O N ENT C H EC K All three machines are lightweight, purpose-built, hardnosed enduro weapons that come with top-shelf componentry. They all run top-of-the-line Brembo or Nissin brakes, Brembo hydraulic clutches, reliable electric starters, quality wheelsets, tapered alloy handlebars, rubber-mounted headlights, OTF lever adjusters, lightweight alloy sidestands, durable O-ring chains, multi-function digital speedos, easy-access air filters, tool-free star adjusters for their fork clickers … the list goes on. But what stands out about each machine? The checklist on this page (right) compares the componentry that the three machines do and don’t come with in standard trim.

RESULTS SUMMARY

Engine Suspension & Steering Ergos & Brakes Average Raw Score WEIGHTED AVG SCORE*

Just note that, in a quest for narrow, racy ergos, all three bikes’ 9.5L fuel tanks limit their fuel range. Our calculations during the two-day test suggest that, at race pace, 50km is the best they can manage on a tank, while nothing bettered 70km between refills on a leisurely trailride. Sure, if we were dawdling along on the pilot jet, that 70km might have stretched to 90 or even 100km. But serious trailriders – guys who love to get off the beaten track, miles from the nearest servo – are likely to be looking for a larger aftermarket fuel tank to elongate the interval between fuel stops.

TDJ

2015 KTM 300EXC Avg Score Rank 8.82 1ST 8.47 1ST 8.93 1ST

2015 SHERCO 300SE-R Avg Score Rank 7.51 3RD 7.23 2ND 7.73 3RD

7.54 7.37

8.74 1ST 8.62 1ST

7.49 3RD 7.30 3RD

2ND 2ND

* with 50/40/10 percentage weighting applied

BIKE SPECS MSRP (incl. GST, excl. pre-delivery & ORC) DISTRIBUTOR WARRANTY ENGINE

CAPACITY BORE x STROKE COOLING ENGINE TYPE COMPRESSION RATIO TRANSMISSION FINAL GEARING CLUTCH FUEL CAPACITY FUELLING

2015 BETA RR300 $11,390 (AUD) www.betamotor.com.au 6 months (parts & labour) 293.2cc 72.0 x 72.0mm Liquid-cooled Single cylinder two-stroke 12.0: 1 6-speed 13/49 Wet, multi-plate, hydraulically operated 9.5 litres Keihin PWK 36S AG

2015 SHERCO 300SE-R $11,990 (AUD) www.sherco.com 6 months (parts & labour) 293.2cc 72.0 x 72.0mm Liquid-cooled Single-cylinder 2-stroke n/a 6-speed 13/49 Wet, multi-plate, hydraulically operated 9.5 litres Keihin PWK 36S AG

Sachs – 48mm USD (open cartridge) Sachs – with rising-rate linkage 107.2kg (48/52%) 1482±10mm 930mm Beta-spec Reikon – alloy tapered Michelin Enduro Comp MS (90/90-21) Michelin Enduro Comp 3

2015 KTM 300EXC $12,995 (AUD) www.ktm.com.au 6 months (parts & labour) 293.2cc 72.0 x 72.0mm Liquid-cooled Single-cylinder two-stroke n/a 6-speed 13/50 Wet, multi-plate, hydraulically operated 9.5 litres Keihin PWK 36S AG WP – 48mm USD (open cartridge) WP – no-linkage PDS 103.0kg (49/51%) 1482±10mm 960mm Neken – alloy tapered Maxxis EnduPro (80/100-21) Maxxis EnduPro

Nissin – 260mm disc Nissin – 240mm disc

Brembo – 260mm disc Brembo – 220mm disc

BETA

KTM

SHERCO

✓

✓ (5 turns spring preload) ✓ (Beta-spec FMF) ✓ (hard plastic, with case guards) ✓ ✓ ✗ ✓ ✓ ✓ ✗ ✓ ✗ ✓ ✗ ✓ ✓ ✓ ✓ ✓ ✓ ✗ ✓ ✗

✓ (3 spring options + preload) ✓ ✗ ✓ ✓ (extended) ✗ ✓ ✗ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✗ (adjustable only via CDI mapping) ✓ (Sherco-spec FMF Gnarly) ✓ (hard plastic skidplate) ✓ ✓ (extended) ✓ ✓ ✓ ✗ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✗

BETA ★★★★★ ★★★★ ★★★★ ★★★★

KTM ★★★★★ ★★★★★ ★★★★ ★★★★

SHERCO ★★★ ★★ ★★★★ ★★★★

BETA 22.0 4.6 43.2 14.7 6.8 64.4

KTM 18.8 5.3 50.5 13.8 7.3 69.1

SHERCO 20.0 5.0 47.5 14.6 6.8 65.0

BETA 0.42kg/mm

KTM 4.2N/mm (2 turns preload) 69N/mm (30mm static sag, 105mm ride height)

SHERCO 4.2N/mm (6 turns preload)

SUSPENSION

FORK SHOCK GEOMETRY

WEIGHT (fluids, no fuel) (FRONT-TO-REAR BIAS) WHEELBASE SEAT HEIGHT RUNNING GEAR

HANDLEBARS FRONT TYRE (standard) REAR TYRE (standard)

WP – 48mm USD (open cartridge) WP – with rising-rate linkage 110.7kg (48/52%) 1480±10mm 950mm Oxia – alloy tapered Michelin Enduro Comp 6 (90/100-21) Michelin Enduro Comp 3

BRAKES

FRONT REAR COMPONENT CHECKLIST

ELECTRIC STARTER EXTERNAL POWER-VALVE ADJUSTMENT NICKEL-PLATED EXPANSION CHAMBER BASHPLATE HANDGUARDS FRAME GUARDS BAR-MOUNTED DUAL-IGNITION OPTION HYDRAULIC CLUTCH BILLET TRIPLE CLAMPS CLEAR FUEL TANK EXTERNAL FORK PRELOAD ADJUSTMENT STAR-CLICKERS IN FORK CAPS OTF BRAKE LEVER ADJUSTMENT OTF CLUTCH LEVER ADJUSTMENT REAR BRAKE PEDAL – FREEPLAY & HEIGHT ADJUSTER RUBBER-MOUNTED HEADLIGHT MULTI-FUNCTION DIGITAL SPEEDO TOOL-FREE AIR FILTER ACCESS WAVE BRAKE DISCS ALLOY SIDESTAND RIMLOCK DRILLED NEAR VALVE STEM OFFSET AXLE BLOCK ADJUSTERS REAR GUARD GRAB-HANDLE DURABLE INLAID GRAPHICS STAR RATING

FU EL RANG E

2015 BETA RR300 Avg Score Rank 8.18 2ND 6.63 3RD 7.80 2ND

AIR FILTER ACCESS/REPLACEMENT SHOCK PRELOAD COLLAR ACCESS FASTENER COMMONALITY ELECTRICS & WIRING LOOM FUEL ECONOMY

LITRES/100KM – RACING KM/LITRE – RACING FUEL RANGE ON STANDARD TANK – RACING LITRES/100KM – TRAILRIDING KM/LITRE – TRAILRIDING FUEL RANGE ON STANDARD TANK – TRAILRIDING SUSPENSION – SPRING RATES

FORK SHOCK ABSORBER

5.2kg/mm (30mm static sag, 100mm ride height)

51N/mm (35mm static sag, 95-100mm ride height)

SHOOTOUT 300cc ENDURO

RIDER FEEDBACK... PRO: BEAU RALSTON 23, 86kg, 190cm

VET: DAMIAN SMITH

40, 70kg, 178cm

EXPERT: MARK PEACOCK

UNDER 19: JACOB PEACOCK

CLUBMAN: ANDY WIGAN

“As I ride for Yamaha, who are major rivals with KTM in the Aussie off-road scene, I was quietly kind of hoping the Beta and/or Sherco would really have something for the Kato in this comparo. But I just can’t deny the fact the 300EXC is a better all-rounder. It gives away a bit of bottom-end and top-end to the Beta and Sherco, respectively, but not much. And it’s superior in every other respect; especially the versatile suspension package and the chassis balance. Whether I was cruising the trails or pushing at race-pace around the enduro loop or grasstrack, the KTM simply gave me more confidence in what it was going to do in every situation. For the trail, the Beta’s got an awesome engine, but its suspension is way soft. The Sherco has good suspension and heaps of power, but both need to be refined to make them more rider-friendly.”

“The Sherco has the potential to be a great bike, but its set-up needs some work. The engine has heaps of power, but feels choked up because the power-valve opens so late; and the suspension action is good, but its front-to-rear balance is off. The Beta’s user-friendly powerplant will make lots of friends in trail circles, but I still doubt whether the Sachs suspension will get much better. It really lets this bike down. Again. If the Beta came with the KTM’s suspension, it would be every bit a match for the Kato. Because everything else on the Beta – the component spec, the looks, the ergos, the air filter access, the integrated electric starter, etc – is awesome. So I’m not saying the KTM wins by default. It’s just that, as tested, the KTM remains a much more complete all-rounder with bugger-all faults. I could literally race it out of the crate; it’s that good.”

“I really like the Beta’s broad, smooth and user-friendly engine but, unlike the other two machines, there’s no way I would line up to race on the standard suspension. It does baffle me that Sherco and Beta both have up-specced machines, but neither brand uses those components and settings on the production bikes they somehow hope will steal sales away from KTM. The Beta’s $1600 cheaper, but I’d like to feel how good the Marzocchi fork actually is on the RR300 before I took a leap of faith and bought the up-specced Racing model. And I’d love to test the Sherco when its got the chassis balance and power-valve set-up sorted, because that thing has serious potential. For me, the choice is pretty simply because the KTM stood completely apart from the other two bikes as an all-round package. The Beta and Sherco have made headway, but KTM remains the benchmark.”

“I was really keen to be part of this test because I plan on racing a 300cc twostroke in the AORC’s 19 & Under class. The KTM 300EXC was the clear standout for me. Mainly because its suspension package and chassis balance was so good, I could always seem to correct things when I got out of shape with the Kato. And that’s a major consideration for me with racing. It gave me the confidence to commit to inside lines when I was late on the brakes or jump a log on the exit of a corner and know it wasn’t going to do anything unpredictable. The Beta’s a cool-looking bike with a user-friendly motor, and the Sherco is super-fast with good suspension but an imbalanced chassis. As much as they both had their strong points, neither bike is anywhere near as easy to ride as fast as the Kato for long periods.”

“Big-bore two-strokes make me a bit nervous. Sure, they’re as close to a four-stroke as two-strokes get, but I find myself hanging onto the things for dear life, and it takes me a day or two to get into sync with the things and relax in the saddle. And it’s only then that I start to appreciate how good they can be. So for me, the more user-friendly a 300 is, the more I like it. I loved the Beta’s super-smooth engine, light controls and functional ergos, but its suspension was too soft, even for the odd unexpected hit on the trail. And that detracted from an otherwise great package. The KTM wasn’t quite as easy to get hooking up, but its handling was so predictable in all sorts of terrain and that allowed me to relax my grip and flow better on the bike. Everything about the KTM was more refined. And the Sherco? Well, some set-up bugs are masking that machine’s enormous potential.”

50, 92kg, 184cm

47, 90kg, 182cm

RRPs – 2015 250/300cc TWO-STROKES

2015-MODEL…

BETA

GAS GAS

KTM

SHERCO

HUSQVARNA

TWO-STROKES

250cc 300cc

17, 83kg, 192cm

$10,690 $11,390

$11,245 $12,195

$11,995 $12,995

$11,590 $11,990

$TBA $TBA

LOG ON TO For behind-the-scenes footage, jetting specs, and an insight into how we score and rank the machines in our bike shootouts.

2 STROKE // 200 EXC » 250 EXC » 300 EXC 4 STROKE //// 250 EXC-F » 350 EXC-F » 450 EXC » 500 EXC

KTM Group Partner

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FASTER Pursue your goals – uncompromisingly. The new KTM EXC’s are the ultimate enduro machines. No matter how tough the terrain, how steep the climbs and how technically demanding the track. At the finish, you know what you’ve achieved and you’re happy at last. And your bike – it’s waiting for the next race.

EXC 2015 HIGHLIGHTS » New MAE Speedometer » New Black Neken Handle Bars » New Hand Grips » New Colours & Graphics » New Black Giant Rims

» New Clutch Basket » New Exhaust/Silencer System (350/450/500 EXC) » New Battery - 3Ah (200/250/300 EXC)

» Orange Frame - Factory Look » Improved Power Valve Setting (250/350 EXC) » 6Days Models Available (250/300/250F/350F/400/500 EXC)

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DIRT