Bike Review: 1996 KTM 300 EXC —

20 Фев 2015 | Author: | Комментарии к записи Bike Review: 1996 KTM 300 EXC — отключены

Small changes and great for ’96

It was fitting that we our new KTM dwarf open classer prior to Halloween, as many already comparing the shocking orange plastic to that of a Love it or hate it, it certainly some heads; and it separates the KTMs from the rest of the Aside from the color, the factory spec sheet considerable changes to the ’96

A virtual shopping list of KTM reports improvements that engine mods to the cylinder and (for better performance and cooling capacity).

Newly clutch components (push rod and plate, riding on larger friction plate material) for smoother clutch action and engagement / disengagement.

A revised detent mechanism is alleged to more positive shifting, shock and fork, with a new fork leg casting, a new SEM K11 ignition reliability) firing a standard NGK spark plug (vice B9 in models), a new chrome plated that mates to an integral arrestor (chrome plated as and stock Boyesen reeds.

the considerable list of changes, bike is really more of an refinement of previous KTM 300 models, than a revolutionary model And while the ’95 version was a bike and almost universally that’s not to say there wasn’t for improvement. Case in point, we with the suspension of our ’95 250 suspension components as the 300) and really found that combination.

Granted, that never included revalving, would have been a step with earlier Power suspension components. I we just had higher expectations for the new KTM Magnum (Marzocchi) forks and shock. Additionally, there’s a few rough edges here and i.e. fork guards, access, odo cable woes,

This year’s model several of those areas, improvement.

No doubt the plastic color first impressions of the bike. opinions differ on its merit, Technosel graphics and purple accents mitigate the effect. We did accidentally of course, that the orange plastic has a tendency to (turn whitish) when distressed (read: bent), as was of some Japanese plastic in the 80s.

Front forks are with carbon fiber stickers and the upper fork tubes are protected by a new, purple plastic roost Unfortunately, the bike still come with a front guard, and the forks continue to up sticks and brush, wedging into the brake, despite the underhang being a full of an inch shorter than year’s forks.

Externally, the other noticeable change is the system, which sports a looking chrome plated and keen integral silencer/spark The new silencer/spark arrestor is much sano than previous units, lighter in weight a more secure mounting as well.

Our testing regimen racing the bike on every during the three weeks it was uncrated and assembled. Richard got first crack at the Delaware while Tech Editor Uth the new iron at two local ECEA

Setup for these outings was fuss, as the bike was run in nearly trim. Lafferty dialed in the to what would suit a top A class competitor in the mud of Delaware.

settings ended up at: fork (left fork leg) at hard, one click out from clockwise (CW); fork (right fork leg) clicks out from full CW; compression four clicks out full hard (full shock rebound 16 clicks out fully closed (full when looking down); sag 110 mm.

Warm fall temperatures at called for a smaller 45 pilot to up throttle response off idle. dropped the gearing as well, the stock 14T countershaft sprocket for a 13T Finally, tires suited to the loam (if there is such an replaced the stock Michelins.

For the tests, the stock meats remounted and the jetting returned to (48 pilot).

As temperatures turned we richened up the bottom end, the air screw a full turn (to 1/2 out) and raised the needle a to the middle position (stock is the #4 This seemed to improve was initially perceived as a soft end during the Pine Barons and subsequently provided great response at Stumpjumper.

What’ll It Do?

up the ’96 300 finds the bike an starter when cold. effort is noticeably more the KTM 250, but still not great by any The new pipe and muffler discharges an note that remains quiet, comparable to previous The revamped cylinder and head good power throughout the with a phenomenal top end. The revs on top like a weed on race gas and never quits.

It can be fast any time the throttle is for more than a blip. delivery is handled via a Keihin PWK 38 stock jetted with a 180 48 pilot, #6 slide, and N85C with the needle clip in the #4 (4th notch from the

When we first rode the a leanness in the bottom end jetting and Michelin rear tire low end performance seem a bit soft. We the needle clip to the middle #3 and turned in the air screw for better off idle in cooler (30-50 F) temperatures. These jetting and a fresh rear meat starts into virtual launches, and throughout all testing the ran cleanly, with nary a plug.

The revised cooling system, includes more internal surface area within the and head and larger capacity served to keep everything control.

With all this throttle abuse, you might about the radiator spouting off and there. Fortunately, the revised system, which includes internal cooling surface within the cylinder and head (to transfer of heat from the to the coolant) and larger capacity (to improve dumping of this energy from the radiators to the served to keep everything control.

While we haven’t had any with overheating KTMs recently, increased cooling is always welcomed around On the flip side, the bike is equipped with an in-line allaying any fears over too cooling capacity keeping the from attaining proper temperature in cooler weather.

consumption is significantly greater the 250, as the standard EXC 3.2 gallon gets less than 50 to the tankful when driving the Richard ran out of gas at the Delaware National and we on reserve after a little 40 miles, traveled during the Jumper event. Fortunately we able to get nearly 10 miles out of the position on the petcock.

Clutch is light and consistent. While the 300 like to be ridden like a 250 heavy clutch abuse), the stood up to all the punishment we dished out fade or failure. Clutch allows starts with the in gear as well, which is a change on any KTM.

EXC models with a wide range speed transmission that plenty of top speed for those connectors. Even when the drive was lowered from the 14/52 gearing to a 13-tooth sprocket, top speed was not an issue. The 13T still allowed the 300 to easily 65 MPH and tightened up the gear ratios to

There was absolutely no gap between in this configuration.


It seems KTM got the spot on this year, much improved over our experiences, as both the forks and have been revalved. KTM first came out with the conventional forks in ’95, thought they would be the forks as those being run by racers like Hawkins and during the ’94 enduro

The ’95 conventional forks a shadow of those works using a different lower leg and archaic holes in the damper rod to valving (instead of valve stacks). While this version still uses the valving scheme, the look and of the ’96 forks are more those works forks in ’94, and are excellent performers out of the box.

The shock feels compliant with the bike at sitting on its side stand, but totally in unison with the We found suspension action good on sharp hits logs, chuck holes probably rocks too, we haven’t gotten north as of writing). Rest assured, we plan on more fiddling the clickers, especially after we the sag to something closer to 100 mm.

Steering kind of slow at first, the fork cap/fork tube just even with the top of the clamp. However, we quickly accustomed to this setup allowed turns to be railed fear, and provided better average stability at speed, without a steering damper. At point we have no plans to the fork/triple clamp position.

The ’96 KTM line is again with quick change the same as the ’95 models, organic brake pad material. We the feel of the front brake, as it was not as as our ’95, similar in action to front stoppers. The rear proved serviceable, except for the habit of losing grip wet, especially immediately negotiating a water obstacle.

to old style drum rear brake dragging for a few yards was to dry things out. On top of that (or because of it!), the stock organic pads really quickly, test rider going through a set at Delaware and Uth out pads after the second of two enduros, both cases about 120 trail miles. We that both problems and longevity), will be easily with a switch to aftermarket pads.

New stock tires, Model MP11 tires are the worst stock tires in They proved unsuitable for the mud of Delaware and do nothing but spin and in the sand. The rear tire was offensive, perhaps partly due to its size, but predominantly due to the ecologically diamond knobby tread

At the Pine Barons Enduro, the engagement seemed funky as if might have been slippage. Once we changed the tire to a fresh Dunlop everything felt fine, the slippage actually due to poor tire traction. If you buy this change the tires before you it and slap them on the next you sell.

KTM has continued the evolution of the 300 model line, with that improve performance, and maintainability.

The ’96 300 uses the basic frame and plastic employed by KTM since the ’93 year. Aside from complaints about spark and carb access, this remains first rate and good rider position and Seat foam is again on the (read: hard) side, but and mobility remain good.

The ’96 bike returns to the color seat cover. A odo cable routing scheme, to the fix reported in our ’95 KTM tests, no doubt prolong odo cable We proved this repeatedly, through nearly impenetrable and brush while avoiding mud at the Stumpjumper enduro.

The same handlebars and Domino controls, the quick adjust clutch make for a top rate rider

KTM has continued the evolution of the ’96 300 line, with changes improve performance, reliability and While virtually any bike room for improvement, we’d to concede that the ’96 300 is a refined off-road weapon, of vaulting riders of all skill into the winners circle. plug/carb access remains a point, and we might even a little about having to buy an front disk protector. The line is, however, that the KTM 300 is a top quality machine

suited to or trail riding, and would plenty fine sitting

any rider’s Christmas tree.



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