Ktm 380 E/xc
KTM 380 E/XC
Trail monster
THERE ARE PECULIAR THINGS OUT THERE IN THE WOODS. UNEXPLAINED PHENOMena, rarely seen, yet ballyhooed to the point that they have become folklore. Bigfoot, Sasquatch, Yeti, El Chupacabra and manageable Open-class dirt-bikes that ride like 250s all come to mind.
What clued us in to this latter phenomenon was our ride on the potent KTM 380 SX motocrosser ("MX `99," November, 1999). Aside from requiring a severe stomp on the kickstarter, it behaved much like a 250-at least until you got on the gas hard. Could the enduro version be this good? Or was it just another myth? You've got to tromp on the 380 E/XC's kickstarter like you mean it, too. But once running (and jetted accordingly, with a one-step leaner main jet, pilot jet and needleclip position), t1~ie engine idles down and snaps right up like a 250cc motocross bike, not the heavy-flywheeled, ding-ding-ding response of a typical enduro bike. KTM's MX-based powerplant accounts for this. The motor is, in fact, the same as the SX's, save for wider gaps between third, fourth and fifth gears. The ignition has a lighting coil, but runs the same digitally mapped curve as the SX. So, all that power that we loved is still there, only slightly corked by the longer, spark arrestor-equipped muffler. How much power is that, exactly? Enough to blow the sidepanels off a 250, if you recall. Tracking such a beast is uncommonly easy. The handling we raved about on the SX model is still present, making the E/XC a precise, point-and-shoot weapon. You'd never guess that the tank holds 3.2 gallons of premix, because it's not much wider than the MX tank. The seat, sidepanels and fenders all are identical, so moving around on the bike is effortless. The steering is very light, yet the front tire stays connected to the ground as long as you're not on the throttle too hard-then, both tires have a hard time staying connected! The E/XC's side-to-side maneuver ability, tight-turning ability and overall agility are all very 250-like. Best of all, the 380 doesn't acquire the mysterious, 20-pound inertial weight gain common to bikes of similar build and larger displacement.
Nor is the beast fearsome. Its biggest departure from the MXer comes in the suspension department. The components are the same-a 50mm WP Extreme fork and a WP PDS linkageless single shock, side mounted directly to the swingarm-only the valving and spring rates differ. Plushness was the target, and as such, the suspension is way too soft for motocross or high-speed desert duty. But for trail riding, it's nearly perfect. The fork essentially is as soft as it can be from a valving standpoint. It absorbs anything in its path (provided the bump isn't larger than the available fork travel) without upsetting the ride. The shock works in matching fashion, but feels a bit more progressive. Another reason that the KTM stands out is its attention to detail. The hydraulic clutch has smooth engagement, a light, constant pull and zero fade. And the trans mission shifts better than any KTM we've ever test ed. Why? Because you don't shift it much. Even on the tightest trails, we found ourselves just leaving it in third gear and letting the seamless power, better-than-a-four-stroke torque and reasonable, two-stroke-style top-end scream do all the work. Want to tailor the spread to your style? Just pull out a flat-blade screwdriver and tune the tension on the sidecover mounted powervalve-spring adjuster. It varies when the exhaust port starts to open, while shutting off a secondary exhaust chamber. This works-bike feature can take the 380 from mild to wild. Even the brakes are up to snuff, never over heating or fading. Just about all the goodies that you need on an enduro mount come standard, ready-to-race. The resettable odome ter nestles behind the lightweight headlight assembly, and the kickstand and mudflap-mounted taillight are tucked well out of harm's way. Finally, the spark arrestor helps keep Smoky the Bear off your case. We installed a set of Acerbis Rally handguards ($59), and in hindsight should have added a pipe protector and a skid plate as well. Also, the 35-watt headlight bulb, limited by ignition output, does little in terms of piercing the darkness. But our only real area of concern was fuel mileage, which at times fell below 50 miles per tankful. We could nurse more out of it, but you don't buy an Open-class dirtbike to nurse anything.
While you probably won't see a Yeti at your local zoo, 380 E/XCs are a common sight at KTM dealerships. In fact, you can take one home just by writing a check for $6049, much easier than searching long and hard for some mythical mountain creature.
KTM 380 E/XC
List price $6049
