2012 KTM enduro range: launch

For the 2012 model year, KTM declared that its enduro range was ready for a major update. Even though the Austrian juggernaut has been at the top of its game in every class for the last few years, it’s certainly not a company to rest on its laurels and big changes have been implemented – in addition to the all-new 350 EXC-F making its way onto the scene. More on the 350 in a moment.

Probably the biggest part of the enduro range to be put under the microscope was the frame, which remains a steel construction but with completely revised geometry -- and it’s lighter too. The swingarm has been revised as well, making it another 300 grams lighter. High-strength aluminium spoke nipples are also used on new Excel A7 rims, reducing each wheels weight by another 200 grams.

WP suspension is still the staple of the range, with revised 48mm forks and a new longer shock, mounted on a flatter angle, intended to make the shock more progressive. The PDS link-less shock design also remains despite the motocross range swapping to a link.

The 2012 four-strokes have also welcomed electronic fuel injection into the fold and, in conjunction with a handlebar switch (which can purchased from the Powerparts catalogue), all the bikes have the ability to toggle between a ‘power’ or ‘torque’ engine mapping.

All the models except the 125/200 feature a new clutch design too, with a ‘diaphragm spring’ instead of the traditional coil springs and a completely new steel basket design.

125/200 EXC
The small-bore two-strokes caught me by surprise, and I had more fun aboard the 200 than on any other bike -- it makes you feel like a superstar.

The 200 is an oversized 125, not a downsized 250, and has to be ridden hard. The new chassis has made these already super light bikes handle very well, and they love to be kept singing.

The 125 (which isn’t sold in Australia) particularly makes impressive power but both bikes, unlike their larger capacity siblings, still have a definable powerband. Sure, this can make things a little difficult when riding more technical sections where extra torque can make a big difference, but kudos must go to KTM for the fuelling – it never missed a beat.

The major downside for both bikes is that they have to be ridden in the powerband or they don’t go anywhere, and most of the time they will struggle to compete with the ease of use of modern four-strokes.

The lightness of the bikes means they tend to skip around a fair bit and can become hard to keep on the gas. On that score, compared to the equivalent four-strokes they are no match.

250/300 EXC
The 250 EXC is truly a delight -- in fact I find it hard to see how it can get much better. It posses that super easy, light handling that two-strokes have, but it feels just amazing. So easy to turn, to stop, to change line, to put the front wheel exactly where you want too. Isn’t that what we ride for?

It genuinely impresses me how little, for a two-stroke, the 250 doesn’t skip around off rocks. It makes good power, but crucially not too much. It’s never harsh and the powerband hit is there, but it never rips your arms out of their sockets. The engine’s smoothness also makes this the easiest bike to ride in the technical going.

The 300 actually has too much. It has all the same characteristics of the 250, it handles just as well, but the power it makes is a little too strong. It has a bit more punch, the powerband ‘kicks in’ harder and it is all a bit more ‘happening’ than the 250. Some people like that, but for me the 250 is the far easier bike to ride and have more fun on.

FOUR-STROKES

250 EXC-F

As well as receiving the frame and suspension updates, the 250 has a new alternator to deal with EFI, a revised cylinder head and intake cam profile and a revised electric starter to match the 350.

Much like a 125, the EXC-F has the knack of making you feel fast. It has the stable characteristics four-strokes bring -- around the rocky test track it was a blessing -- but it still handles very well, fantastically well. You hit every rut, every line, and changing direction is easy. All those elements make it a fun bike to ride.

The engine is one of my favourites in the range. I love 250Fs in general for one simple reason: when it’s hard going, or you’re in the sixth hour of an enduro, the thing still hasn’t pulled your arms out of the sockets.
To get the best, the engine has to rev a lot, but it isn’t hard to make it push on and, when called upon, there is a smooth bottom end to play with. The downside is the lack of power for a more serious racer.

350 EXC-F
The 350 EXC-F is without a doubt one of the most anticipated enduro bikes for a very long time, and with some justification. Following the initial hype of the 350 SX and the subsequent MX1 world motocross title in 2010, the 350 has been on the lips of serious enduro riders ever since.

It took me a fair while to get my head around the 350. It really is smack bang between a 250 and a 450. It has a torquey engine that can pull tall gears, is easy to trail ride fast and it handles very nicely on single track ridden.

But when it comes to going fast, it can be ridden smooth but really it loves to rev with the rider adopting a more aggressive stance. As soon as you dominate the bike everything falls into place and it responds with every input. It’s a bike that keeps getting better the faster you ride.

The 350 is a strange bike in the sense that it never feels incredible and you don’t feel like you’re riding the perfect bike -- but it performs very well in every situation. The 250 handles a little better, the 450 is a superior product in the faster going, but on the 350 you can guarantee it will always be good.

450/500 EXC
The 450 and 500 have been on the receiving end of more changes than any of the range. The whole engine has been revised, with KTM moving back away from the problematic double oil circuit.

The engine cases have been completely revised and are now diecast, meaning a lighter, stronger and much smaller 2.5kg lighter engine. The bikes also got a new lighter crank design courtesy of F1 specialist Pankl, as well as the various other elements that grace the 350.

The bikes don’t feel any lighter than in previous years, but they really don’t feel big when the riding starts. The 450 engine is really good fun; it’s smooth but still packs a hefty punch. It’s the kind of engine that puts a smile on you face, and it wants to keep pulling hard.

However, it’s still a big bike and sometimes it can be a handful. I found I was between gears on the more technical riding -- first was a little too slow and the pure torque of the engine meant second wanted to dig holes instead of going forward.

The bike handles superbly for a 450 too, it really doesn’t feel big. In comparison to the 350, it pushes the front wheel a little more, but it really isn’t dramatic and holds its line easily.

The 500 is like the 450 -- plus a third. Everything is bigger, stronger, faster and a little bit scarier. It’s very rideable for such a big bike, but it likes to remind you it’s a 500.

Turn the throttle just a fraction and the thing rips holes in the space/time continuum. The power is truly ridiculous and gearing doesn’t matter -- you can’t be in a too high gear. The extra speed and weight means the front does push in the turn, and on the technical downhills it’s hard to keep up with smaller bikes. It’s a good bike, but only for the true men amongst us.

KTM has put together a collection of bikes where pretty much everything works a treat from the get-go. The brakes are superb, strong but not too aggressive, and they really are as good as anything out there. The suspension on all the bikes is pretty good too, and they all feel plush but not super soft. The EFI is wonderful addition too, and all the four-strokes run perfectly, even with elevation change.

The only downside for me is the handlebars, as they are a strange and dreadful bend. The grips are also equally terrible and hard, and between the two they are a recipe for odd-placed blisters. But this is an easy fix. And secondly, I reckon the seat is on the soft side. It’s great for the trail rider as it’s super comfy, but heavier riders will feel the seat plastic through it.

I reckon almost everyone would go fastest on the 350, as it’s a superb all-round bike. It would be the bike I’d choose to go and race, but my favourite is the 250 2T for the smile it brings. It is a perfect mixture of speed and two-stroke joy and a truly fantastic bike.

The 2012 enduro range will be available in Australia from abut late July, with pricing to be announced n coming weeks. Contact your local KTM dealer for more information.