Developed to defy the limits of enduro, the 2024 KTM EXC range features a host of updates amidst all-new components and MotoOnline Tested each of the three two-stroke models at the global media launch in Lesotho.

The 2024 KTM EXC range features a number of changes in key areas, with the two-strokes boasting a new Throttle Body Injection (TBI) aimed to deliver smooth, controllable power.

An integrated oil tank means there’s no need to mix gas, and a new frame geometry plus WP XACT closed cartridge spring forks target handling improvements in a variety of settings. Detailed has a more extensive technical rundown of the 2024 KTM EXC range.

Hearing the 2024 EXC range being warmed up sent shivers of excitement down my spine. It had been a minute since I’d ridden a two-stroke, but listening to the ring synonymous with such bikes made me quickly remember one of the reasons I love them – before I even started riding.

Our 128km testing loop took place in Lesotho, home of the ever-challenging Roof of Africa Hard Enduro. While we certainly weren’t riding on the gold level course that the best off-road racers in the world tackle, our route still presented its challenges with technical step-ups, rock climbs and descents coupled with faster, flowing sections to get a taste of the top-end each model had to offer.

It must be noted, a great part of the ride was spent at 2000m plus elevation, meaning the bikes had little oxygen to use to produce power. Nonetheless, it was a fitting challenge for both rider and machine to test how each would cope with conditions.

Starting with the smallest capacity bike in the 2024 KTM EXC range, the 150 EXC, and if I had to use one word to describe this model, it would be playful.

Image: Francesc Montero.

Nearly seven kilograms lighter than the 250 and 300 EXCs, the weight difference was clearly noticeable when I first jumped on the bike mid-way up a technical rocky climb.

While its 36.7hp engine didn’t power up the steeper and more torque-dependent obstacles as easily, its lightweight characteristics allowed for rider input to help off-set its lack in power, to an extent.

A neat feature on the two-strokes in the 2024 EXC range is that ECU implements electronic exhaust control, which enables different maps, selected by the press of a button on the handlebar-mounted map switch. White is the softer map, whereas green is the more powerful.

Almost instantly, I switched to the green map on the 150 EXC, the sheer elevation and obstacles faced required all of the power that the platform could muster.

The elevation made the 150 EXC – and all of the models within the two-stroke range – feel quite flat in the top-end, but the torque and bottom end on the smallest capacity bike in the range was still enough to have a lot of fun, especially in the tighter sections.

I’m definitely a big fan of the WP XACT closed cartridge spring forks used in the 2024 KTM EXC range, but I did notice that the front-end on the 150 EXC felt harsher than the other two-strokes in the range.

Image: Sebas Romero.

That said, the geometry makes the bike feel very planted, especially in the rear on 150 EXC, with the 2024 KTM EXC range notably featuring a PDS (no linkage) WP Xplor shock.

Moving up to the 250 EXC, this was the first bike I rode during the test. For the first five kilometres or so, we faced a gradual and relatively simple, high-speed climb to our initial obstacles, and I used this as an opportunity to get a feel for the different maps, white (soft) and green (aggressive).

Starting in the white map on the 250 EXC, revving the bike out – especially at the altitude – felt kind of flat in the top-end, so it wasn’t long before I switched to green. I instantly felt an increase in power from the bottom-end to mid-range, with the better pull through the low and mid-range carrying over to the early stages of the top-end.

Also in the early moments of the ride, I had to chance to test the handling characteristics of the 250 EXC on some wider, moderate-speed turns, ranging from banked to flat and even off-camber.

What impressed me was how the new hydro-formed, laser cut, and robot-welded frame that’s used across the range improved the bike’s rigidity, without comprising feel. The 250 EXC felt very planted when accelerating or braking into a variety of turns, and I later noticed how the anti-squat concept in the geometry really excelled as we transitioned into our first steep climb and obstacles.

Towards the end of my initial stint on the 250 EXC, we were faced with some technical hard rock climbs. Despite an extended period with my left hand on the clutch, it never fatigued thanks to the lightweight nature of the Brembo hydraulic system used on the 2024 KTM EXC range. The clutch was incredible throughout the entire two-stroke enduro range, and notably lighter than on the four-strokes.

Image: Sebas Romero.

The front-end on the 250 EXC felt plusher and more compliant than on the 150 EXC, absorbing rocks, drop-offs and the terrain at moderate to high speeds nicer.

Approximately 11hp is the difference in the power produced from the 250 EXC and the 150 EXC, and this was noticeable right through the range, particularly in the transition from the bottom-end.

Finally, the 300 EXC, and my initial thoughts riding it were that it is an immensely versatile platform. Weighing in at the 104kg mark, there was minimal noticeable weight difference between it and the 250 EXC.

What was immediately striking about this model was its increased punch down low, which made it a bit more enjoyable to glide over rocks and hop up over the steeper objects when needed thanks little extra power. While it is only approximately two horsepower more than the 250 EXC, you really do feel that difference down low and at the altitude there were times we were searching for all we could get.

The 300 EXC enjoyed much of the handling benefits of the 250, and I specifically sampled this platform on a tighter special test prior to lunch. Second gear and third gear were a treat as I accelerated between some moderately tight switchbacks, 180-degree hairpins and up over some inclines plus log jumps.

Despite the additional weight of this bike compared to the 150 EXC, its punchiness off the tighter turns made it immensely fun to ride, and it was really a bike I did not want to swap or hop off of.

Image: Francesc Montero.

Another thing I noticed on this first special test and more through some of the steep climbs was just how good the anti-squat geometry is. You can really get on the gas hard uphill and the front-end just stays planted, allowing you to accelerate harder for longer instead of worrying about having to control the front wheel lift.

Reaching the end of our time on the two-strokes, we were faced with a steep, challenging and rock descent. I was still equipped with the 300 EXC at this point, and I feel got an appreciation for how good the Brembo braking system is for feel and control as I carefully made my way downhill.

Reflecting on the loop and its challenges, my general feeling is that these bikes made it easier than what it should have been for someone at my level (by no means a professional enduro or off-road rider). The new ergonomics across the range boast an increased area of contact and made each bike quite comfortable to control in a variety of settings, and like with the four-strokes, the tank appearing to stick out past the radiator shrouds presented no such issue while riding on the EXCs.

Overall, I thoroughly enjoyed riding each of the three 2024 KTM EXC models in Lesotho. All boast strengths in their own right, the 150 EXC being ultra playful and highly enjoyable in tighter sections, plus there’s always that added satisfaction or bragging rights to say you got the 150 over a steeper or more vertically-inclined object. With the right rider, it’s certainly more than capable.

The front-end of the 250 EXC is amazing, and the 300 EXC shares many of the characteristics of the latter with that bit of extra punch. If I had to pick one, it would be the 300 EXC for its sheer versatility, and extra power, because for me, it was the most enjoyable to ride. However, testing each bike through a variety of terrain, surfaces and obstacles, I can confidently say they are all capable and up to the challenge.

Specifications

Engine type (150 EXC): 143.99cc liquid-cooled, single-cylinder two-stroke
Bore/stroke (150 EXC): 58mm x 54.5mm
Engine type (250 EXC): 249cc liquid-cooled, single-cylinder two-stroke
Bore/stroke (250 EXC): 66.4mm x 72mm
Engine type (300 EXC):  293.15cc liquid-cooled, single-cylinder two-stroke
Bore stroke (300 EXC): 72mm x 72mm
Transmission: Six-speed
Starter: Electric
Clutch: Wet multi-disc DDS clutch, Brembo hydraulics
Front suspension: WP XACT USD fork, Ø 48 mm, 300mm travel
Rear suspension: WP Xplor PDS shock absorber, 310mm travel
Front brake: Brembo two-piston calliper 260mm
Rear brake: Brembo one-piston calliper 220mm
Tank capacity: Approx 9 litres
Weight (150 EXC): 97.8kg (without fuel)
Weight (250 EXC): 104kg (without fuel)
Weight (300 EXC): 104kg (without fuel)
Availability: September 2023
Further information: www.ktm.com