Review: 2017 KTM EXC-F and EXC Range
First impressions from the world media launch in Spain.
Words: Guy Streeter
International press intros. They’re some of the most important events in motorcycling and provide the first link between a manufacturer’s latest machinery and fans worldwide who are eager to hear what they’re like. And as part of the media, it’s always an honour to test bikes in the company of the factory – most usually the very people who developed them from top to bottom.
In this case, this week we were privileged to join KTM Australia in travelling to Les Comes in Spain for the launch of its highly-anticipated 2017 enduro range. More specifically, Australian representatives had the 500 EXC-F, 450 EXC-F, 350 EXC-F, 250 EXC-F, 300 EXC and 250 EXC at our disposal!
What was most intriguing about this launch was that when departing Sydney on Monday evening, we hadn’t even seen the production bikes. Factory versions have been raced in World Enduro to date, however the production variants are always more suited to the masses.
So when we climbed off the plane a day prior to the official presentations – spending the day in Barcelona to try rid the jet-lag – it was also the first opportunity we actually had to see the 2017 range, which broke cover early Tuesday morning back home.
Source: Supplied.
You can actually view the complete technical information in this Bike article we posted at the time, because in this first of seven Reviews, I’m just going to give my first impressions on the line-up. As we Review the bikes individually across the next two weeks, you’ll have a heap of more specific tech and ride experience info to consume.
In short, KTM has introduced substantial updates across the board that result in a lighter, stronger and faster package. They’re new-generation models more closely aligned with the motocrossers released for this year and it’s incredible to think just how far KTM has developed these MY17 models ahead of their predecessors.
KTM had three major development targets: Weight reduction and centralisation of masses for better rideability, an improved performance and power delivery, plus a new state-of-the-art appearance. Tick the boxes for all three. They succeeded.
The lightweight chrome-moly steel frame features increased torsional rigidity by 20 percent, while the longitudinal stiffness was reduced by 30 percent. Laterally attached, lightweight engine head stays also contribute to a reduced vibration level. The brand new sub-frame is also featured with a 20 percent weight-saving over the previous generation.
Of note, the MY17 range features the all-new WP XPlor 48 upside-down fork with 300mm of travel. It’s a split fork developed by WP in close collaboration with KTM, featuring springs on both sides and the damping action is split between the fork legs – compression is on the left side and rebound is on the right.
Source: Supplied.
The forks are easily adjusted for compression and rebound by twisting the individual dials on top of the fork tubes (30 clicks each). In addition, a longer and sealed hydro-stop guarantees better resistance against bottoming-out.
To match the new XPlor fork, the MY17 boasts the newly-developed WP XPlor rear shock, which retains the signature KTM PDS design where the shock absorber is directly connected to the upper-side of the swingarm without a linkage system.
The PDS’s been re-designed with a new frame and swingarm architecture in mind. It boasts the best possible mounting geometry, provides even more progressive damping and features an all-new shock absorber body with a smaller piston and a larger reservoir that’s positioned five millimetres more central.
Ergonomically the seat height is approximately 10-20mm lower than last year, while reworked exhaust systems across the range improves performance despite being quieter and, again, are mass centralised.
In addition, the new Lithium-Ion battery is 1000g lighter with higher starting safety, plus the newly-designed airbox and intake snorkels result in better performance. The new filter and filter support system make filter changes easier and safer.
Source: Supplied.
Brakes have been upgraded with a new front brake hose protection tube with integrated channel for speedo cable, there’s a new brake disc design made by Galfer, and the new rear pedal is 10mm longer, with a 24mm brake caliper piston rather than 26. As well, they have ‘No-Dirt’ footpegs that are six millimetres higher than the SX.
As we’ve come to expect from the Austrian manufacturer, the KTM-designed throttle assembly has been refined for all models and the four-strokes have different inserts for different opening characteristics. There are also new lock-on grips made by ODI.
So with the basics out of the way, what are they like on the trail? The first thing I noticed when climbing the new 250 EXC is the lack of vibration due to a new counter-balance shaft (50 percent less vibration). The weight of the bike also is lighter and felt great in the tight single trail, with more than enough power.
Moving across to the 300 EXC, it has plenty of torque down low and more than enough top-end for anyone. I had loads of fun lugging around in third gear on the trails here in Les Comes and the bike really gets up and moves on longer straights. The big-bore two-stroke doesn’t disappoint, because the more you rev it, the more you smile.
Like the rest of the EXC range, the 300 is down on weight compared to the previous years model by 2.1 kilograms, which no doubt improves the handling. Like the 250, probably the most notable change is the lack of vibration, again due to the addition of the new counter-balance shaft.
Source: Supplied.
Moving to four-stroke mode, the 250 EXC-F is a really nimble and sharp piece of kit. A full 2.5 kilograms lighter than its predecessor, it excels in tight conditions and has tons of power for a quarter-litre, giving great feeling of controlability and confidence almost immediately.
The 350 EXC-F was probably the pick of the bunch for me. The weight of the bike and its punchy power really made for an incredibly fun bike to ride. The addition of the optional traction control showed its strengths on slippery, dusty rock surfaces and on longer fast stints behind the bars, making it easier to ride for longer.
KTM’s design targets and achievements are magnified through the 350 four-stroke, because its power and weight combined with the new-generation technology is genuinely a great match. You’d be hard-pressed to fault it in all kinds of conditions.
The 2017 450 EXC-F has shed a massive five kilograms (no, that;s not a typo)! As a result, it has improved on handling and it’s a real treat to ride. Redesigned from the ground up, there are so many improvements from the previous model that make this bike so impressive to ride.
Source: Supplied.
And those weight-savings combined with a user-friendly motor definitely make it attainable for an assortment of riders. Between KTM’s all-new crop of four-strokes, it becomes difficult to pick what’s most suitable because they’re applicable to a broad amount of riders and usages.
Finally, the 500 EXC-F is an amazing bike, which is also coming in at five kilos lighter than the previous model. Throw away any thoughts that these will be bigger, heavier bikes to ride, because they’re so sharp now it’s mind-blowing.
The 500 EXC-F, as you’d suspect, has plenty of power with just on 62 horsepower, which can be easily dulled down for slippery conditions using the map switch. The new traction control available as a PowerPart will really help out in muddy and slippery conditions, keeping the power under immensely control without affecting any direct feel.
Aside from that, across the board ergonomically they’re supremely compact, yet comfortable, and the finishing touches that KTM has applied throughout the range definitely deserve recognition. Although we’re seeing big gains, it’s all the little things they’re getting right that makes these bikes so mega to ride.
As I mentioned, this Review is just a first impression of the range and upon further reflection – especially on the mega trip home from Europe – we’ll submit in-depth, individual launch reports across the range. And on top of that, once available through KTM Australia, we’ll supply release date and pricing info to come. Check www.ktm.com.au for more.
Update:
Individual reviews will be posted below as we publish on MotoOnline.com.au.
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