Ktm 300 D/xc
KTM 300 D/XC
CYCLE WORLD TEST
Dirtbikes don't get much better than this
DIRTBIKE RIDERS KNOW A GOOD THING WHEN THEY see it. KTM's 300cc lineup, in enduro, motocross and desert/cross country models, was an instant hit when introduced in 1990. The only real problem with the 300s was availability-most were bought and paid for before hitting dealer's floors. Small improve ments to the `91 300s again kept demand higher than sup ply, despite KTM cranking up the assembly line.
After testing the 1992 D/XC model, we predict that interest in the 300s will be even more intense. Major changes to the KTM’s White Power fork—now a sealed, rebuildable, cartridge unit—bump the bike’s suspension performance into an area that’s normally experienced only by factory riders. Initial harshness on smaller bumps, long a problem with the White Power 4054 fork, has been eliminated. KTM’s new 4057 fork absorbs slow-speed impacts from bumps, ruts, rocks and tree roots, rather than transferring the shock to the rider. And the suspension action remains just as compliant and comfortable as the fork reaches mid-stroke and full travel. The White Power single shock, with low-friction seals and bushings, is equally well-damped.
Also greatly improved for 1992 are the KTM’s brakes. A dual-piston Brembo caliper squeezes a stainless-steel front-brake rotor via a Magura master cylinder that features a lever that’s adjustable for reach and engagement. A new rear-brake rotor with fewer holes extends brake-pad life, and rear-brake pads with heat insulators reduce brake fade, according to KTM. We can’t verify the longevity claim yet, but we do know that both brakes are strong and progressive, that rider effort is minimal, and that we didn't have any trouble with brake fade.
Fade isn’t a problem with the liquid-cooled D/XC’s powerful, responsive, well-balanced engine, either. A 30percent increase in radiator volume should keep the 300 cool in any climate. A stronger cylinder head and exhaustcontrol stop increase durability, while different cylinder ports and a redesigned piston boost horsepower.
That’s good, because the 300’s crisp, progressive power rush is what makes it so much fun to ride. Rather than the booming, hammering power of a 500cc two-stroke, the 300’s engine response is more fluid and smooth, kind of like a giant electric motor. And that power starts with authority just above idle, then rips through the midrange and into a good top-end with the urgency of a kid sprinting for an ice cream vendor. This quick-revving engine is further blessed with just the right amount of flywheel weight to allow for good rear-tire traction even in slippery terrain.
Such an engine married to a marginal chassis would be a waste. Fortunately, the KTM 300 D/XC has a well-built, chrome-moly-steel frame and aluminum swingarm. This results in a bike that’s solid and flex-free whether blasting through desert whoops at high speeds or dancing across rocks and logs in the woods. Wider footpegs for ’92 provide a more comfortable perch, and when combined with the reshaped seat and taller handlebar, give the D/XC a riding position that fits most riders well. The 300’s steering is precise and light, its high-speed stability is good, and the bike corners and jumps with the competence of a good motocross bike. Sliding back and forth on the narrow, flat seat is easy—nothing snags the rider’s legs or knees.
Long rides or race loops aren’t a problem for the D/XC: A thin, low-riding 3.3-gallon fuel tank gives the rider 50 to 60 miles between fill-ups. Few accessories will be needed before heading out to the boonies; the KTM comes with quality tires, an O-ring drive chain, a kickstand that folds up at an extreme angle so it doesn’t catch on rocks and brush, a spark arrestor and wraparound fork-leg protectors.
Additional standard features include plastic covers for the frame tubes and rear master cylinder on the right, and the frame tubes and countershaft sprocket on the left, nice touches that keeps boots from wearing away the paint in those areas. The front fender has an aluminum brace to keep it from flopping at high speeds or from breaking off when laden with mud. A Magura throttle works smoothly and its control cable can be changed without tools.
Removing a wheel to repair a flat tire isn’t a difficult or time-consuming job on the D/XC. Only one wrench is required for the rear axle, and its bearing spacers—like those on the front wheel—are held tightly in the wheel so they don’t drop into the dirt. With minor, periodic maintenance, the KTM's wheels should never cause any problems. The spokes are huge and the hubs are strong.
What could be a problem, though, is rounding up the money to buy a 300 D/XC. A bulging bank account will help, because sliding one of these beauties into your garage won’t be cheap. With a price of $4575 plus the normal stuff like sales tax, set-up and delivery, a new KTM 300 D/XC will set you back close to five grand. That’s a substantial amount of money for a dirtbike, but we think the D/XC is worth every penny of its price.
Not convinced? Beg a quick ride on a 300. The D/XC’s willing engine, plush suspension and great handling will win you over, too. 0
$4575
KTM America, Inc.
KTM 300 D/XC
