Beta’s Trail Bike Glory

Tecate Enduro

I am a little bit over due for bringing you the test results from our Beta 390rr. Blame it on riding, the Beta is so much fun to be on it is hard to slow down for something as mundane as sitting in front of the computer. As we have covered many of the 2015 Beta Model Basics and 2015 430RR Review, this will be more of just the 390 highlights. Much like the previous 430rr, fun is the key word. The Beta may not be the end all of motorcycles. In many ways it falls right in the middle of the road in terms of specifications, but riding brings out many high points that would never be found on the spec sheet.

The long stroke motor is to thank for much of that. At 88 x 63.4, it is essentially a stroked 350 and nearly identical in bore and stroke to an older 400 KTM. The power is ultra smooth and predictable. It is virtually impossible to stall. It builds very little heat, the coolant refuses to boil and the clutch never gets fussy. I guess smooth could also be a euphemism for slow. The revs come on a bit slow at low rpm’s. Maybe that isn’t the best way to put it. The 390 is anything but slow, let’s just say it reacts at a more gentle pace.

Track time can be lots of fun on the 390rr

For the most part, any lack of outright power is completely overshadowed by how incredibly easy the 390 is to ride. The motor, like nearly everything else on the bike, requires very little effort. This is particularly clear on the motocross track. The laps just go on and on without ever getting tired. It is very similar to the KTM 350xcw in this manner. Overall the KTM 350 is the benchmark for performance in this class and the closest competitor to the 390rr.

The idea of smooth extends to every part of the Beta, especially the frame. The chassis is very much designed just to be an enduro bike. There are no Supercross aspirations here. That may seem like a common sense statement, but think about it. Is not practically every other dirt bike frame in the world intended to be stiff enough for SX racing? Along with motor and suspension, the frame gives a tiny bit of extra flex that makes it super plush and forgiving to ride.

Where the Sachs suspension on our 430rr test bike required a long break in period to get smooth, the 390 was good to go right out of the box. It too has gotten better as the miles added up, but the change was not near as drastic. A ride at the local Vet track is where it really shines. It is stiff enough for real world jumps and whoops. It is also very confidence inspiring; hitting a jump face wrong or over shooting a landing is no cause for concern.

On the trail the suspension is nearly as good. The Sachs open chamber fork shows a few rough spots in slow terrain. It encourages aggressive riding to smooth the ride out a bit. Like our 430rr, the shock is fine everywhere. Spring rates are stiff enough for just about everyone. As delivered the Beta is a bit stiffer than the WP components on a KTM, but the overall action of the WP 48mm open chamber fork is slightly better. I give the Beta the nod for a better shock.

Overall fit and finish is very high. The quality of all the components is quite good, including the brakes. We have yet to break anything and trust me, we have tried. At 50 hours the Beta is still purring like new. There have only been two minor issues arise on this test bike.

The odometer seems to have a problem picking up the signal from the magnet regularly, so our mileage is off. Some times it does not read at all, at others it reads too slow. There is a small fitment issue with the air filter cover and body work. There is a gap at the back of the cover and we have pulled the cover off with a boot on the mx track. I tried to loosen all the parts to see if they would fit together better, but no luck. Our 430 did not have this issue.

Tecate Enduro

I chose the 390 with the Tecate Enduro specifically in mind. With 100 ground miles of pure single track, it was a challenging day of racing. For the most part, the Beta was nearly ideal. The friendly motor and chassis made a hard day of riding much easier. The power was just about perfect for me. I like to keep the revs low and the feel of the long stroke motor is spot on.

In technical single track this bike is just what you would expect it to be, a bridge between 350 and 450. It is feels lighter and more nimble than a 450. It has better torque than a 350. It is almost perfect. But, there are a few caveats. Yes, it feels lighter than a 450, but the scales say they are about even. The 390rr is 269lbs full of fuel, the 430 came in at 270, so practically even. The lighter 350 still has a small handling edge. The 390 has more torque than the 350, but it also makes power a bit slower and doesn’t spin quite as free.

Interestingly, for race day I lined up with my buddy Sam Bird and he was riding a 2013 KTM 350exc. All day we were dead even on speed. We swapped the lead a few times but neither had an advantage. There did not seem to be a distinct advantage for either bike, both worked very well. Sam and I finished together, I edged him by one point, he must have missed the flip somewhere during the day. Our overall scores were not what we had hoped for, but we both felt we had a great day of riding.

The one issue that was very obvious in the race was the lack of ground clearance. For trail riding it is easy enough to judge clearance and ride accordingly, but in a race it is a different story. Walking through the shop and measuring the bikes, the Beta is about 1″ lower than everything else, about 12″ versus 13″. The front of the frame is a bit more square too and that exaggerates the hits. The underside of our 390 is looking pretty rough.

skid plate saw lots of use

Aftermarket Parts

We have played with a few parts and set up items on the Beta. The Clarke 3.8 gallon tank has helped to give us a respectable range for Baja trail riding. Fuel mileage seems to hover about 35-40 per gallon. Seat Concepts sent us their Cody Webb replica seat. It looks awesome and far more comfortable than stock. The gripper material is a bit rough for trail riding, next time I will go with a standard cover. For protection we have added a BRP chain guide and Fastway handguards. Flexxbars round out the modifications. I hope to try a FMF exhaust if they can ever get around to shipping me something.

seat concepts seat

Used and Abused

I walk a fine line with test bikes. I want to use them to their fullest. As much as anything, I want to see what might go wrong or break.  But I try not to be careless about how I handle someone’s machinery, no abuse for the sake of it. I confess the Beta has seen a bit of abuse. Besides Tecate and some Baja riding, it participated in a couple of days of Graham Jarvis Extreme Enduro school. In defense of my testing methods, it was all in a days work. Or should I say, this is really how people ride their motorcycles.

The Beta shined for motor and clutch control. It gets great traction and is always easy to handle. In one desert hill climb, it was the only bike to make it to the top. Once with me on it and once with another rider who could not do it on his own bike. But it struggled with weight and slugglish reaction time. Trying to lift the front wheel to place it in a specific spot takes a bit of practice. The front feels heavy and languid in this type of drill. The 390rr also took a couple of spectacular tumbles. It is a bit scratched and dented, but nothing broken. It just keeps chugging along.

In Conclusion

As I stated before, the Beta is probably more of a purpose built enduro bike than anything else on the market. None of which comes by accident, it is all very focused and well executed. It might give up an once of performance for those looking to compete at the highest levels, but for the rest of us the Italian bikes offer a pound of real world benefits. Not the fastest, not the lightest, but maybe the easiest to ride bikes out there. It is a bike that helps you ride better. Nearly everyone who rode the bike had something good to say, particularly the novice and intermediate riders. It is a kind of all around package that has few equals.

And Finally

I have made multiple references to how the Betas remind me of older KTM 400’s. It got me thinking about the subject so much that I went out and bought one. I scooped a very clean, low mile 2004 KTM 400exc. It will be part of the fleet of Baja tour bikes. But I also intend to spend some time riding it back to back with the 390. It will be interesting to see what a decade of progress adds up to on the trail. Stay tuned for my thoughts.

Kenda Trakmaster rear, one of the most under rated dry terrain tires

Michelin FIM front held up well

Cameron Steele test Beta at Graham Jarvis class

2004 KTM 400exc Versus 2015 Beta 390RR

Our totally biased and probably completely unfair enduro shootout

In the process of testing the 2015 Beta 390 one thought has repeatedly appeared. The Beta seems very reminiscent of an early model KTM 400exc. This was never a negative impression, the 400’s were great bikes in the day. They were easy to ride and always performed just bit better than expected. Prior to 2003, 400 was “the” class to be in. It was the core displacement for the emerging generation of new four strokes. KTM, Yamaha, Cannondale, Gas Gas, Husaberg, everyone made a 400. There was even a KTM 400sx model.

For me, they were an important group of bikes. I owned two of the KTM’s. I raced my first ISDE on one and it still sits in my garage (long since converted to a 450). I have the notable distinction of probably being the only American to qualify for the ISDE on a Gas Gas 400. I also qualified for the ISDE on an ATK 440 (Cannondale). Before I digress too far…. let’s just say I have ridden lots of 400’s.

Gas Gas EC400 2002 Idaho City Qualifier , doug karcher photo

So as the similarities kept appearing in our 390 Beta, it wasn’t just a passing thought. It was actually very thought provoking. I kept thinking about the idea of something lost, something gained. As time progressed, we all moved to 450’s. Bigger more powerful bikes wanted stronger components and stiffer frames. KTM frames of the era were rather puny. There was very little advance in design from about 1990 to 2004. In 2005 KTM finally went to a much stronger frame design and beefier swingarms were to follow.

But 2005 also saw some of the KTM handling characteristics go to pot. The new frame came along and changed everything. The suspension package would take a couple of years to catch up. So 2005 models were pretty harsh feeling without some suspension work.

For enduro junkies, 2004 was a pretty good year. The KTM was a very nice overall package. What we now look back on as a flexxy frame was actually thought pretty highly of by woods riders at the time.

ATK 440, 2005 Idaho City Qualifier, doug karcher photo

All of these ideas fit right in with the results of our Beta time. The frame is certainly not as stiff as most contemporary bikes. The overall ride is very plush and the lack of any vibration is very welcome. Just as I remember a KTM 400.  Or is it just as I want to remember it being like? When I chanced upon a low mileage 2004 400exc for sale, I just couldn’t resist the temptation. I sent the owner a low ball offer and waited patiently. As nobody in his right mind wants such a small bike here in the desert regions, it soon became mine.

The new 400 is a clean, low mileage bike. Most importantly, except for suspension, it is completely unmolested, just as delivered from the factory. A 10 year old dirt bike still requires a full day of my time to get up to snuff. But once prepped it was ready to take on the Beta in a generation separated shootout. Just how much have dirt bikes progressed in the last decade?

The first trip was out to the my favorite vet motocross track. It just took a couple of laps to get up to speed on the KTM. Everything seemed in place, no surprises, so time to turn up the speed. The suspension has been set up much stiffer than stock and handled everything on the track well. The KTM has that same wonderful RFS motor character. There is lots of low end and midrange. The top end of the power seems to come a bit too soon. It is a little slow to rev and certainly not as eager to do so as modern bikes.

The ergonomics are not quite new feeling, as you sit more in the bike and don’t slide forward quite as easy. The brakes are good for a bike that sat around for most of the decade. I am sure with some new fluid and surfacing on the pads they would be great. Overall the 400 felt really nice, very KTM and very much an RFS feel. I was absolutely at home on it.

Next up was the Beta. The very first thing to notice is how it does not have the same power way down low as the KTM. But is revs much quicker and gets into the power almost as fast. It also continues to rev and make power much higher than the 400. The 400 may have been cutting edge in it’s day, but today feels more like a tractor. Not all bad, but certainly a little dated in feel.

2002 ISDE Czech Republic

In terms of handing, the Beta felt far more responsive and composed. Letting both tires drift around beneath you is of no particular concern. It will hardly do anything wrong. Turning input is far lighter and precise. Everything feels more modern.

On the track, I could turn about the same lap times on both bikes. The big difference was in effort. On the Beta I could ride all day and never tire. The KTM would have me puffing in just a couple of laps. For this day, the KTM stands up well on its own and has a fun factor quite unlike anything else, but the Beta easily took the day.

But I figured that neither bike was truly in its element and they needed to see some real single track trail. So we loaded up for a trip to McCain Valley next. I guess it is no surprise that different characteristics came out in each bike. Again the Beta was very hard to beat for its gentle suspension and ultra friendly motor.

As before, the KTM started strong. The superior low end torque gives it a more powerful feel. But we found the clutch a challenge in very technical terrain. The engagement range is very small. It requires a more precise hand. The Beta is very smooth by comparison.

Next came the issue of compression braking. Chop the throttle on the KTM and it is like throwing out the anchor. The heavy KTM crank feels very old school today. Mind you, if I only rode the 400, I could learn to use this characteristic as a benefit and brake less. But it again takes a more careful hand in on/off throttle situations. Otherwise the ride is very rough. I think it is a quality that tends to go unnoticed in the larger 450 and 525 bikes. They don’t need to be revved as much, so the engine braking is less pronounced. The Beta had almost no engine braking in comparison, very smooth even with a heavy throttle hand.

At the end of the day, some of our fond feeling for the KTM was clearly from looking back with rose colored glasses. It is a very nice bike, but no real match in outright performance to the 390. The 400’s shortcomings were probably exaggerated on tight trails and the moto track. For casual trail riding or the style we do in Baja, I think the beefy bottom end will shine a bit more and the low points will move to the background. Regardless, the Beta really shows a decade of refinements.

Finally, I am still left with the conclusion that both are smoother and vibrate less than many of the current bikes we ride. There really is merit to the idea of something lost for something gained.

The 450xc-w Hits 180 Hours

Beta 390rr Tops 100 Hours

Few bikes we have had epitomize the “ride hard, put away wet” idea better than our Beta. With a unique feel and style, it continues to be a hit. Tecate Enduro, Extreme Enduro school, Baja desert, vet moto track, the  Beta has been just about everywhere with us.

Burnin’ Premix In The Husky

One 450xcw Becomes Two

Little Duke Makes It To America

Recently I got to spend a day tooling around the local mountains on the new 390 Duke. While a  small displacement street bike is certainly a departure from our normal testing, the Duke is significant and worth paying some attention. Most significant is the fact that this is the first Indian production KTM to make it to America.

Why The Duke?

The Duke comes to us from Bajaj, the Indian partner to KTM. While we as dirt loving enthusiasts love to talk about the latest and greatest, what is really on the mind of the industry as a whole are sales numbers. It is hard for us to fathom just how big Asian and third world markets are.

Why are there no new enduro products from giants like Honda? It is because they are so busy selling entry level products that feature archaic technology, but make loads of money. Bajaj alone sold 3.42 million motorcycles in fiscal year 2014. Of those, over 35,000 bore the KTM name. The Bajaj plant that produces their sport range motorcycles, which includes KTM,  has the capacity to produce 1.2 million units annually.*

My point is that our collective motorcycle futures are inexorably tied to these market forces. For KTM, the alliance with Bajaj is what gives Stefan Pierer the financial  and production muscle to back up the claim that he intends to take on the Japanese giants. For us riders, it is probable that future KTM’s will bear more and more Indian sourced components. This is why the 390 Duke should be of some interest to us all.

Just as KTM ventures into India, so do other prominent industry manufacturers. On the Duke, components such as brakes, wheels, ABS  and engine management systems come from the Indian branches of Brembo and Bosch.

A Vision Of The Future

Two big points hit me when I think about current and future KTM’s. First, it is a good thing I am not in charge because clearly I can’t make the future come into focus. I seem to be stuck in the past. I constantly question KTM’s street bike direction, but it seems to be working never the less, so bully for them.

Second, just how crazy is the speed at which KTM is evolving? Just a couple of years ago we were laboring along with two generations of 450cc dirt motors that were just barely making the grade, the twin cam and 2008-11 single cam. Now KTM technology seems to be moving so fast that we can barely keep up. The amount of “all new” in the 2016 sx-f and xc-f models is staggering. 

When I typicaly spend most of my time thinking about tiny details like “would the rear end be better with one more click of rebound”. It can be hard to step back far enough to get a worldwide perspective of things. So for today, I am thinking about what the Duke shows as a vision of what is ahead. The fun ride time on the little sportster is almost secondary.

We are not going to answer any of the big questions today, like how well will the Indian products hold up over time. But KTM is quick to point out that the 390 was entirely designed in Austria, along with all of the production specifications. Then those were taken to India for implementation and production practices are monitored to ensure quality standards.

The 390 Look

Probably the first and most lasting impression of the 390 is that it makes you forget everything it is supposed to be, like small displacement and made in India. Mostly it feels like a 690 Duke that got caught in a shrink ray. It feels very KTM.

It is small and certainly not quite ideal for a plus six footer like me. My knees end up tucked back a bit too much. The pegs are high and rearward enough that I was glad I was wearing boots with a heel to hang on the peg. My knees exceeded the cut out area of the fuel tank, popping out awkwardly. The bar position was just about right. All the controls and instruments seem just about right too.

As for cosmetics, there is a lot to take in. The black on orange scheme is a hit. Aesthetically it is the epitome of a naked bike; a beauty of mechanical simplicity with just enough body work to give it some flash. Like some of our photo models, it is great looking at ten feet. Up closer there are a few rough spots, but not enough to really detract. There are just a few too many unsightly wires and cables that are simply zip-tied to the frame. In general it lacks a few of the touches that we typically expect in a European bike. Some of the fasteners don’t have  the form and finish of traditional KTM parts.

Overall the look is muscular, particularly the unique die-cast swingarm and the svelte wheels. The exhaust canister sits entirely under the shock and swingarm contributing to the clean lines.

The Motor

If you can just remember that this is only a 373cc motor, then it always seems like an over achiever. The problem is that it is good enough to make you forget that part, then you also forget to downshift and next thing you know it feels flat.

My best point of reference would be the Beta 390rr or 350exc. Certainly not the same kind of bikes, but for power on the street, right in the same kind of range. The Duke has far more torque and consequently revs quite a bit slower. It is also much more civilized feeling on the street than the dual sport motors.

At a claimed 44 horsepower, it is a lot of motor for its size. It has a 4 valve  dual cam head with ultra hard carbon coating on the cam levers. Tipping the scales at 80 pounds, it is light weight and the stacked 6 speed transmission makes for a short, compact engine package. The cylinder has a NaCaSil coating. Advanced oil pumping scavenges from the crank to reduce pressure resistance. In a departure from the other KTM street models, the EFI and engine management systems are from Bosch. The clutch is cable operated.

The Duke loves to cruise around in the mid and upper mid ranges. The best practice is to not let the revs drop too low, it will feel flat. Likewise it is not big on revs. Trying to over rev it doesn’t really make for more speed, an upshift is better.

The trellis frame uses the motor as a stressed member. One thing I would want to keep an eye on are the front motor mounts. The mounts themselves are quite substantial looking. But the frame tabs they bolt to seem rather thin.

The Ride

The first couple of launches from the stoplight required a bit of clutch control to get the 15/45 geared motor rolling smooth. It is not really an issue, just a small motor/tall gearing thing. Overall the gearing worked well for the road. I would rather it be a tad tall on the bottom than run out too quick on top. Still,  it might benefit from slightly lower overall gearing. Speaking of which, I made it to an indicated 88 mph. Up to 75 came pretty quick, the last 10 took a bit of time.

For riding the back roads of San Diego county, 5th gear was typically the top, 6th is more of a freeway kind of gear. The motor is smooth, no particularly obnoxious vibrations to worry about.  The clutch pull is not a crisp as the hydraulic units we are used to. There is some friction  in the cable and non-adjustable lever.

The throttle control is spot on. EFI systems have gotten so good it can be easy to forget that just a few years ago there were always little things to complain about in that area. About the only only obvious motor related issue is shifting. It can be clunky at times and more than once a throw of the shift lever just found dead space. There is some free play in the shift linkage, part of the problem.

The brakes are outstanding, typical Brembo feel and power. You might notice the Bybre name of the front caliper, which means “By Brembo”. The light weight 390 is easy to get slowed down. The position of the rear brake pedal was a bit too high for me, but it is not much of a surprise considering my tall size and the rearset pegs. The front brake has more than plenty of power for nearly everything.

The ABS system is not nearly as sophisticated as the current generation street bikes, it is much closer to that found on the 690 Enduro. But it is also a premium feature for an entry level bike. For example the Honda CBR300r only offers it as a $500 option.

On the chassis side, it will be the suspension that might hold the 390 back. On well maintained surfaces, the ride is surprisingly plush. But on the roughly patched surface of Palomar Mountain’s East Grade, the Duke was a rocking horse of bounces and jolts. The 43mm inverted fork and non-linkage shock are budget minded parts.

Otherwise the chassis has a lightweight “get out of my way I am coming through” feel. It is stable and easy to ride. On the ultra tight bends of Palomar there will be a lot of foolish looking big bike riders left behind. Not by me mind you, but someone who is still up for that sort of hooligan stuff.

The instrument system has a couple of different menus for settings. While there is plenty of information, I found most of the display too small to read well. The grey/grey contrast becomes grey on orange at night. On the bottom left face of the instrument panel there is a hidden button that you cannot see, but can feel with your finger. This is to turn off the ABS system, same as on the older KTM’s.

In The End

There is little to debate in regards to value, at $4,999 this is a lot of motorcycle! I have to wonder if this is indicative of what Indian made bikes can be sold at, or if as an entry level model, it is just a loss leader to get new riders in the door.

Obviously the 390 Duke is not aimed at me. I am too big, too old, too spoiled by big power. But it is still a lot of fun for me to ride, for anyone to ride. It is our vision of the future too. The vision of the next generation of KTM buyers who, as portrayed in the KTM literature, are urban tennis shoe wearing teens on their way to school and such. Hey, more power to them I say, because that  was once me. Me and my RD350.

It is also our vision of the new Bajaj KTM’s that will presumably become far more commonplace in our showrooms of the future.

2015 KTM 390 Duke Specifications

*http://www.bajajauto.com/report/bal_2014_for_web1.pdf

 Testing New Gas Gas 300

Husqvarna TE 250 Test Report

McCain Valley

Renewing my love of premix, light weight and precision handing

For a variety of reasons, the opportunities to spend extended time on two strokes seems to be few and far between. The 250 Husky came to us late in the season, but that also meant that it got to stay around  longer too. I guess it is true what they say, patience has its virtues.

For testing I hauled the TE around to every place that I normally ride. It saw all my favorite local spots – mountains, vet moto tracks and thanks to the hook up from our friends at Just Gas Tanks, the 4.1 gallon Acerbis tank let us even wander around Baja. In total we covered about 600 miles on the Husky without as much as a hiccup.

stock Husqvarna photo,

Much of what we see here on the 2105 model are carry over components, some going  back to Husaberg and obviously there is the KTM connection. Nevertheless, this exact collection of parts is unique. If you want a 4CS fork, linkage and machined triple clamps on a true enduro bike, this is the only place to find it.

As much of this is already familiar territory, I want to cover some of the high points and things I learned from our time on the 250.

Motor

The 250 motor has come a long ways since I last spent a season racing one in 2007. It has a much broader spread of power and more top end. The gap between 250 and 300 motors seems to have narrowed, with the 250 coming much closer in all around power and in some ways easier to use. Husky claims that new ignition and powervalve settings have optimized power delivery. Overall, it just seems easier to ride and more fun.

As it has always been, the 250 lacks a bit of grunt right off the bottom compared to a 300, but makes up  for it by revving quicker and being easier to to manage for aggressive riding. On the track this was most noticeable. Wide open throttle and a little clutch work keep the 250 singing right along. The general power character is mild, but wakes up quick with an aggressive throttle hand.

I guess it would be easy to say that this is simply what we expect from a two stroke motor. But I spent a little time riding the motocross version TC250 earlier this year. Frankly, I just could not find a rhythm to it. So I have a bit of extra appreciation for the TE.

On the trail, the same feel carries on. It is happy to just chug along at a mild pace. If you want to add some spice, just shift down and give it more juice. Throttle control never seems to be an issue. It is always easy to manage, regardless of the pace you choose. Only on the very bottom do you perhaps miss the torque of the bigger 300.

The six speed transmission was great for everything we did, including Baja. The stock gearing was a 13/50 combination. I changed it to 14/48 for dual sport style riding. If anything it really did not need to be quite that tall. At 55 mph, it was barely on to the main jet. Sixth gear did not see that much use.

The DDS clutch remains a strong point for me. I love the light pull and the feel is good for me. I am not super hard on clutches, but I don’t imagine the average rider is either. I have never had an issue with this system.

Suspension

My first impression on the TE enduro suspension is that was way too soft. But riding time dispelled that notion. This a pure enduro set up, soft and very compliant. It may be the most plush bike I have ever ridden. But there is also enough suspension muscle to allow the Husky to be pushed harder than expected. It will bottom, but not as easily as expected.

This is the best version of the WP 4CS fork that I have tested. I added a few clicks of compression and one of rebound. There are never any harsh spikes. On the track I had to be a bit careful not to over jump or hit anything wrong. I was getting every inch of travel out of the light springs.

On one test day I had a new 2015 KTM 450xc-w along too. It was interesting to note that I could identify about 3 spots on the track where the 4CS fork was working better than the open chamber fork on the 450. It is not a perfect comparison as the models are quite different in weight and set up. But, as I am a die hard open chamber fork lover, it was interesting to see specific situations where the 4CS handled better.

My track time has been limited lately so I was kind of rusty at first. It was easier for me go figure out the track and get up to speed on the 450. This is due to the broader power and the four strokes are sprung heavier in general, so the bike is more forgiving all around. But once up to speed I was able to ride a bit faster on the 250. The precise handing and light weight make it much more fun on the track.

testing alongside the Gasser at Cahuilla Creek Mx

On the trail, the nastier the conditions the more the TE shines. It will glide through a rock field as if it were a groomed track. The linkage shock is super smooth and the bike just has a really nice overall balance. Both ends work in unison and feel like a well sorted package.

Details

Most of the chassis remains the same as last year. The seat, air box and composite subframe are similar. One screw has been added to the airbox to improve the fit to the subframe.  I am still not a fan of the set up. The two bolt seat is cumbersome and not very comfortable. The airbox cover is a trick to remove and can break if handled with too much force. But I guess none of this is a deal breaker, I could learn to live with it.

Baja

Overall ergonomics are good. For my six foot height I typically put the bars in the forward mounts. For extended time I like a bit taller seat and lower pegs too.

I love the Domino dual compound grips, they are one of my favorites and last a long time. The stock Dunlop AT81 tires work pretty well. They are great on the track. For western open terrain they are okay, not the very best, but they wear well and are neutral handling.

The rest of the chassis is pretty much the standard from Austria that we all know so well. We have been subtly encouraged not to make references to the orange bikes. Husky wants us to know that they really are different. Well, I am sure that somewhere not too far down the road that will really be true. Suffice it to say that things like brakes, bars, levers, wheels, handguards and such are all those that we already know and appreciate.

I really like the Trail Tech instrument set up. It is easy to read and practical. I only wish that it had the grey on white version of the display that Beta uses, even easier to read at speed.

Baja Trail Set Up

As I knew I was only going to get one Baja trip in on the 250, I just did the minimum mods to make it ready for long mileage days. The 4.1 gallon Acerbis tank was an easy install. It just required a small modification to the front of the seat to fit. This is the KTM tank. I would have preferred a slightly smaller 13 litre tank. But there are none available for the Husky’s yet. Again the KTM tank would fit, but it only comes in orange.

the lovely Rancho El Coyote

The new mx style Seat Concepts seat added some comfort. This is smaller than their traditional seats. I think for Baja or dual sport riding I would choose their larger seat for a bit more height and comfort.

Other than the gearing change, nothing else was needed for a 4 day trek. The smooth ride and tall gearing made the the 250 better than  expected for long days. Mixing gas was a bit of a challenge, mostly because the style of tank makes it difficult to get everything mixed properly at the pump. The oil wants to fall to one side of the tank or the other. The trick was to calculate about how much oil would be required before pumping, then let the gas do the mixing as it is pumped in.

We used the Husky as a platform to test the Technomousse foam inserts. But they didn’t quite live up to expectations. More on that subject to follow.

Conclusion

As if I really needed to add my voice on the subject: two strokes are alive and well. No matter how good the latest lighter and faster four strokes are, they just are not the same. There is an element of fun that cannot be equaled anywhere else. As for the Husky, it is a very good package. The suspension is a bit soft, but quite versatile and incredibly plush.

On the track the chassis was super confidence inspiring. As hard as I could push it, it refused to do anything bad. The shock is very consistent. Getting out of shape with the throttle or body position has little negative affect. On a PDS bike, those are always concerns. The chassis loves to carve corners on the front wheel.

That is part of the value of track testing, finding one little rut or bump and trying various approaches over and over to see the result. Or  simply trying to do the same thing faster and faster to find a limit. Our other testers commented about how quick they felt at home on the TE, how confidence inspiring it was.

There you go, I am a believer. It is not that I ever lost my faith, I just don’t get the chance to show it all that often. No word yet on what 2016 Husqvarna models will bring us. I think we could see new body work and cosmetics, but major changes to the two strokes may be another year or so away.

more stock photos

and there was trophy girl Bailey too

Husqvarna TE250  Video Link

2015 Husqvarna TE250 Specifications

ENGINE

• Design1-cylinder 2-stroke engine, water-cooled, with reed intake and exhaust control
• Displacement249 cm³
• Bore66.4 mm
• Stroke72 mm
• Starting aidKickstarter and electric starter
• Transmission6 gear, claw shifted
• Engine lubricationMixture oil lubrication
• Primary ratio26:72
• Secondary gear ratio14:50 (13:50)
• CoolingLiquid cooling system
• ClutchWet multi-disc clutch DDS / Brembo hydraulics
• Ignition systemContactless, controlled, fully electronic ignition system with digital ignition timing adjustment, type Kokusan

CHASSIS

• FrameCentral tube frame made of chrome molybdenum steel tubing
• ForksWP Suspension Up Side Down 4CS
• Shock absorberWP Monoshock with linkage
• Suspension travel Front300 mm
• Suspension travel Rear330 mm
• Brake system FrontDisc brake with two-piston floating brake caliper
• Brake system RearDisc brake with single-piston floating brake caliper
• Brake discs – diameter Front260 mm
• Brake discs – diameter Rear220 mm
• Chain520 X-Ring
• Steering head angle63.5°
• Wheel base1,482±10 mm
• Ground clearance (unloaded)355 mm
• Seat height (unloaded)960 mm
• Total fuel tank capacity approx.11 l Unleaded premium fuel (95 octane), mixed with 2-stroke engine oil (1:60)
• Weight without fuel approx.104.4 kg

KTM 350xc-f First Ride

KTM Rewrites Their Own Play Book

Between the pile of new technical information and the intense ride experience, there is so much to talk about for the new 2016 KTM four stroke range of xc-f models, it is a bit overwhelming. So first out of the box for us will the be all new 350. With the 450 and 250 siblings, we have at already seen a hint of the new bikes in the Dungey and Musquin race bikes. But the 350 remained completely under wraps until this week’s press introduction.

I have chosen the 350 first because I consider it the one model with the broadest appeal. It may be the most improved too. All the bikes are drastically improved, so perhaps it is the one most improved for me. I have always been a 350 fan. The original 2011 350xc-f was a bike I really liked. I raced it for a season with lots of success.

In 2013 when the 350xc-f got a boost in peak horsepower, it also lost some on the bottom end. In my view it lost some of the all around appeal. Most 350 riders were better off with the xcw/exc models because they were easier to ride and had much better trail manners. Now that the 350 is again all new, it might take some work to figure out the hierarchy for each of the different versions. The new motor is a marvel of performance. Most noticeable the sheer bark that it has right off the bottom end. Frankly, it feels like a 450. But let’s not get too far ahead of ourselves in this story.

All New

KTM did not set out just to improve a few key points. They set out to improve the entire bike, the entire xc-f/sx-f line for that matter. The motors, frame, subframe and nearly every single part that bolts to each is all new. Basically the only carry over parts are the forks, wheels and brakes. Even details like pegs, air filter, grips, shift lever and brake pedal are clean slate designs.

The 250 and 350 now share the same motor platform. As with everything else, it is lighter, more compact and boasts higher performance. Much of the weight has been moved higher and farther back for mass centralization. The connecting rod is 6mm shorter. All motor and electronic specs are the same between SX and XC models with the exception of transmissions. The motocrossers are 5 speed and the cross country models 6 speed.

The new motor revs to 14,000 rpm. It has numerous changes to strengthen parts and reduce friction losses. The 350 dimensions are 88 x 57.5 mm with a 14:1 compression ratio. The two smaller bikes get a traditional style coil spring (CCS) clutch instead of the DDS system.  The CCS is an all new design. KTM claims this gives better feel for the small motors. A smaller Brembo clutch master cylinder provides a lighter lever pull.

All models now have launch control and 3 ignition maps via a bar mounted switch. Our test XC models did not include the bar mounted switch, but apparently it can be added. The launch control works by limiting revs for just 7 seconds once engaged.

The throttle body is a new Keihin 44mm unit with a no linkage pull design. It has a new injector position and separate adjustments for idle and cold start circuits. It is 100g lighter than the old unit.

Tiny Lithium-Ion batteries power the bikes. The compact SX unit is only 1.1 lbs. The XC battery is slightly larger with more cold cranking power. The XC models also have a larger battery tray that will accommodate a traditional YTX4 -lbs battery. The wiring harness has been simplified.

Also completely redesigned are the radiators for more cooling power and better overall flow. Both intake and exhaust flow have been addressed. The beefy plastic louvers have been redesigned to add structural rigidity as well as debris protection. They are bolted in place, no more lost louvers.

The exhaust header incorporates a piggy back resonator canister. This is intended to improve power and reduce sound. The silencer has been shortened and claims to produce better bottom end.

The frame design and concept are quite new. It is lighter and more compact with more specific flex characteristics. Torsional rigidity is increased by 20%, while longitudinal stiffness has been decreased by 30%. Those are some very big numbers. Head stays are now a bigger design and mount farther out on the frame for vibration control. The subframe and swingarm are both lighter.

The shock and linkage are all new. The linkage leverage ratios have changed enough to allow much lighter springs, 48n/m vs 57n/m. The shock is shorter overall but has 10mm more travel.

The 48mm WP 4CS forks are perhaps one of few things that remain the same in appearance. But more R&D attention has been paid to the damping settings. Spring rates are lighter for all the models this year. New machined triple clamps now include rubber bar mounts.

Perhaps one of the most remarkable changes is the airbox and filter mounting system. Two external pins mount the air filter. One slides into the hole in the back and one clips into a tab in the front. It is virtually impossible to mount the filter wrong and it only takes seconds to install.

The overall ergonomics have been changed. The subframe and seat are lower, as well as pegs and bars. The new pegs also sit slightly more rearward. The overall rider position is similar, just lower.

Other XC specifics are typical KTM; 2.25  gallon (8.5l) clear tank, 18″ rear wheel, handguards, sidestand, Giant rims, Dunlop At81 tires. As for weight, at a claimed claimed 227 lbs, it is pretty darn light, about 7 lbs lighter than last years model and near dead even with a 300xc-w.

Me And The XC’s

My past experience with the XC four strokes has been a bit up and down. Our 2014 450xc-f had a wonderful motor and some nice handling characteristics. But it was too aggressive and too stiff to really be an every-man’s bike. It was a race bike and that meant putting up with some stiffness and vibration.

My dream bike was the same style of motor, just tame it down a bit and give it xc-w ride quality. I really liked our original 2011 350xc-f too. But as I said, the model became too aggressive for my taste in 2013.

Today we are looking at a very different KTM company. They are building Supercross winning race bikes. Now we get to see those factory replica machines arrive in the showroom. There is no doubt that Ryan Dungey has displayed a new level of comfort on his Race Edition 450sx-f this season. You can see it in his riding style.

Consider me a skeptic. How is building a Supercross championship bike going to help me and the average enduro rider? Surely it has to be violently fast and incredibly stiff. Suffice it to say that I went into this test with some reservations.

What Does It Really Mean?

Holy crap this bike is fast! That was my first and prevailing thought. It is not fast for a 350, just plain fast! Not only is it fast, but it comes on very strong right off the bottom. The supplied dyno chart shows the torque curve similar to the old model, but coming in a full 1,000 rpm lower all the way up to 7,000, then carrying on stronger all the way to the limit.

You could be forgiven for thinking that you accidentally climbed aboard a 450 (not the new 63 horse xc-f, but maybe some other 450). Perhaps most striking is how little clutch the 350 needs, basically it can be ridden hard with very little clutch encouragement. The power spread is so wide that shifting was seldom needed on our test course. The entire loop could be ridden in third gear. Just ride it like a 450.

Once I could calm down from my excitement about the motor, I could focus on the chassis. The xc-f is incredibly plush. I would say that it felt like an xc-w, but that would actually be selling it a bit short. This is a changed bike, not for any single obvious reason, but changed as a whole.

The forks are super smooth. They may even be a bit soft for western use. The 4CS finally seems to really be showing its mettle as an offroad choice. The front tire tracks very well and every hit seems to get gobbled up without unnecessary movement or reaction. More than that, there seems to be a fundamental change in the way the KTM steers.

One of the reasons I have long been a fan of the open chamber fork is for the ability to use the brake to compress and preload the front end to aid turning and grip. The older closed chamber design wouldn’t do that for me as well. Now the entire concept seems to have gone away. On this bike it is no longer necessary to weight the front end to encourage it to stick or turn. The front tire will now track and stick more or less on its own, no extra work required.

This is really a fairly new concept for me as a long time KTM rider. My confidence in the front end is much higher. Less effort is required to turn and carve through the woods. It also means that the chassis stays more balanced and the entire bike rolls smoother.

Out back, the shock is much the same story. The new linkage and shock seem very smooth and predicable. I consistently felt like I had better feedback and almost no negative action. Our trail went over one particular stump, as the line got rutted out, the stump started to look more and more like a kicker, but the rear always tracked smooth over it. I may be ready to be a full linkage convert.

As for unique feedback from the new frame, that is a bit more difficult to pin point. The claim of 30% less longitudinal rigidity seems like a big number. Obviously the intent is for the frame to absorb some of the impact that comes through the suspension. The overall plush feel is in some part directly due to the frame changes.

Our test loop began to develop one rutted line so I started to run in alternate lines in the grass. The new frame seems to  lay over much easier and with excellent control. The front finds traction, even off line. Purposely jumping out of the rut was easy too. In or out of the rut seemed to make little difference, it was all good.

One rutted corner got very deep and rough. I started to rail the side of the rut to keep a smooth line. This is something that has always been difficult for me to do, but I could hit it lap after lap without getting messed up. Frankly my ride time didn’t let me get near the limits of the new bike, I was just building up to it.

In two days of riding, my wrists never started to ache. That is unheard of for me without my favorite bars. The entire package is so smooth that it easily matches a full enduro bike for comfort. The new rubber mounted bar mounts contribute to this, yet are firm enough that you don’t actually feel any movement from them.

Other Details

• The new airfilter design seems very smart. You have to see it to believe it.
• The ODI bolt on grips are nice and feature a milder throttle cam profile for the xc-f models vs sx-f.
• All of the body work looks well thought out. The rear is mildly flared wide to grip for support.
• New airbox cover seems very secure, as always no tools for filter change.
• New shifter, brake pedal and pegs all seem to work fine
• KTM claims to have spent lot of effort in redesigning the seat, but I could feel the frame rails on at least one of the test bikes.
• Rear fender has structural strength to compensate for shorter subframe.
• Dimpled design on engine covers intended to reduce cosmetic wear from boot rub

There was very little to find criticism with during our two day test. All of the bikes seemed just a bit stall prone when it came time to start messing around and taking photos. It did not happen much on the test loop, just when we started making trail or trying to be stunt riders. By the second day, stalling seemed less pronounced as the motors got a few more hours on them. A flywheel weight may still be on my to do list though.

The 350sx-f Motocroser

With 3 all new bikes to test in the xc-f line, I had not intended to spend any time on the sx versions. Plus the Ironman motocross track was well beyond my comfort zone. But then I realized I should at least get a quick comparison ride on each while I had the opportunity. For the 350’s, I could tell almost no difference in the two models. Transmission differences were negligible on our 2nd/3rd gear loop. The 350 had enough power to not care too much about being in the correct gear.

The forks are two spring rates stiffer (4.8 vs 4.4n/m) and that was a bit noticeable. But for harder charging riders, the sx forks may actually be better. They were still plusher than expected. The shock spring is the same (48n/m) and that seemed to give the sx a slight out of balance feel, front end high. I suspect that the moto magazines are going to knock the SX suspension for being too soft on the track.

It would be fair to say that the two models have never been closer together. For the rider looking for a moto/ gran prix only bike, the sx-f may be the choice. The stock Dunlop mx32 tires worked especially well.

Conclusion

Whenever I am writing bike reviews I always think of reading the famous long time Brit Editor Alan Cathcart. It always seemed that the latest bike he tested was also the greatest. I consciously try to stay clear of that impression. But I just can’t here. Just a few minutes on the 350 and I knew it was the next bike for me. I am anxious to ride it out west to see what impressions hold up and what new things I learn.

When I think back on my criticisms of the 2014 450xc-f, KTM has addressed almost everything on this bike. I must have been somewhat on target. The motor fun factor is off the chart. Exercising a bit of throttle control will now become part of the 350 experience.The goal to make a bike that feels like a 450 motor in a 250 chassis has never been closer to reality. Not too big, not too small, it is just right.

Stay tuned as I bring you news of the other two models. The 250 is very impressive and the 450 is just…., well it is a lot of something, maybe too much for me.

2016 KTM 350xc-f Specifications

Gas Gas 300 Testing

Baja 500 winner Justin Morgan lighting up the Gasser for Enduro360

It is difficult to know exactly where to start any conversation about Gas Gas today. Everything is overshadowed by the news of the financial dilemmas of the past six months. So we simply cannot ignore that fact. The company is effectively shut down, in bankruptcy and now under the direction of a court appointed receiver. Hopefully, that is the last of the bad news and we will see positive news for the future of the company from here forward.

Reflecting on my ride time with the new 2105 XC300e (XC is the US model designation), there are significant improvements to the bike. About half of the little nagging issues that were complaints of the past have been addressed. There is still one significant glitch. As Homer Simpson said, “Marge, the scales are lying to me again!”, we will get back to that later.  Regardless, there is plenty to like about the Gasser, some because it just works and some because it is simply different, unique.

Who knows what the future holds, but if you don’t already own this bike, or planning on buying one from a dealer showroom, you will probably never get a chance to ride this exact model. Not only are we unsure about the next incarnation of Gas Gas, but Marzocchi will soon cease suspension production and the 48mm Shiver fork will be no more. I guess that makes our test bike about as exotic as they come.

The New

The powervalve system is redesigned this year. A new spring tension system allows for external adjustment of the preload. This looks very similar to the system on the smaller KTM motors, remove the large nut cover to access the screw adjustment underneath. Adding preload lets the powervalve open faster for more aggressive power delivery. Decreasing preload delays opening to reduce power for challenging conditions.

The other big news is the redesign of of the starter motor. When Gas Gas first introduced their E start a few years ago, it was a large unsightly motor that was obviously just tacked onto the existing design. It has been a continual eye sore and not always the best performer. On our test of the 2014 model, the electric start often required multiple stabs at the button to get it to engage properly.

The new starter design is much smaller. It is well integrated and tucks in close to the motor. The function was perfect. It started every time without hesitation. It is only lacking a fancy plastic cover.

Gas Gas finally comes with proper looking footpegs. They are larger and substantially beefier than the old ones. Footpeg mounts are bolted to the frame and can be reversed to give a 12mm lower peg position. Along with that comes a new shift lever that offers more room, another long overdue fix. The brake pedal is Japanese style that runs outside the frame.

All the two strokes get new ignition maps for 2015. Other detail changes include gas cap, seat, wheel adjuster tension spring and rubber band for the side stand. The battery on the electric start models is mounted to the underside of the seat.

The Carry Over Components

The suspension package is the same as last year. Up front is the Marzocchi 48mm Shiver fork with the PFP valve. Reiger supplies the distinctive purple shock.

The fuel tank capacity is 9.5 litres (2.5 gl). The European style wiring harness includes a key ignition, full switch gear, fork lock and brake light. Gas Gas retains the bar mounted choke with the easy to reach lever on the brake master cylinder. The bars are now a Gas Gas branded model that look similar to the previous Renthal Twinwall. They are a fat bar with a cross bar. Grips are by Pro Grip.

The OEM GG exhaust is paired with the FMF Q muffler. The brake package consists of Nissan calipers grabbing Galfer rotors. The move to Galfer rotors a few years ago was a big improvement. Excel rims and Metzler Six Day Extreme tires complete the list.

In The Garage

For testing this time around we had two other bikes for reference; Husqvarna TE250 and Geoff Aaron’s Endurocross prepped XC300. There will be more on the Endurocross monster to come!

First up on the list was a trip to the scales, Husky vs Gas Gas. GG has always had a bit of a battle with the bulge to contend with. Both bikes were box stock, full of gas and mounted with Dunlop tires. The Husky had a set of mousse’s and 2 litres more fuel capacity. But overall it was a pretty square head to head comparison. Results, Husky – 250 lbs, Gas Gas –  263 lbs. As a side note, the Husky weighs within 3 lbs of its published “no fuel” weight.* Gas Gas gives a claimed dry weight of 235 lbs.

On The Trail

Motor

Our 300 came to us jetted a bit on the rich side. Dropping the needle to the second position helped the bottom end significantly. On the second day of testing we changed the 170 main to a 162 and that really woke up the top end.

I confess that we did not mess with the powervalve setting. The overall character and power delivery were good enough I didn’t see the need. But the same can be said of other two strokes we test too. You need to really be looking for something outside the normal range of performance to make significant changes to the PV. I have often helped “dial in” bikes for friends by setting their PV back to stock, with great success I might add.

Overall the motor is just what we expect from Gas Gas. It shines on the bottom end. The worse the conditions, the better it feels. It is super easy to ride in the tough stuff. I think I said this of the last one we tested, it has an almost auto clutch quality. If you have to get out of the throttle, you can get right back into it without shifting or using the clutch. The power comes back steady and smooth.

The mid range is much the same, there is just something super sweet about Gas Gas motors when ridden in their happy spot. On the very top the 300 becomes a bit more of a handful to ride. They have a lot of mass so the response can be a little slow. It is best to keep it more to the mid range and not try to over ride, or rev it. It becomes more work than reward.

It was interesting having the Husky TE250 along for comparison. The 250 gives up a bit on the bottom, but in general is equally happy being ridden hard or mild. The 300 proposition is this; you get more right off the bottom and in the midrange, but riding the 300 wide open takes more skill to make it payoff. The differences are not huge, just two different ways of accomplishing the same thing.

As always the Gas Gas  hydraulic clutch has super smooth pull and lightweight feel. It has always been one of my favorites.

Suspension

On last year’s Gas Gas outing the conditions were as difficult as they come, muddy, wet and cold. I didn’t get much opportunity to put the suspension through its paces. This time around was different. One day of mountain single track and one day of vet moto let us do just about everything.

The Reiger shock was very good. I added one or two clicks of compression and opened the rebound one click. Overall it seemed to do everything well. The GG has kind of a long and low feel to begin with, so the rear always seems like it has too much sag. But it also is very stable in the rear end. Geoff Aarons’ EX bike is running an Elka shock and I actually felt that I liked the stock one slightly better. But the EX bike is aimed towards some very specific handling goals also.

The Marzocchi Shiver fork was more in the middle of the road. Our faster tester liked it for its initial stiffness. It stays well up in the stroke and that let him feel more comfortable at speed and taking big hits. There is no doubt it works best at speed. Going too slow makes it feel harsh and it shows some tendency to deflect. I didn’t like that the fork stayed so high in the stroke under braking, it was harder to get good feel for the front tire. On the track is where the fork worked best. The slightly stiff set up gives confidence and bigger hits are sucked up easily.

Initially the 48mm fork would bounce back hard from big hits. Two additional clicks of rebound got it slowed down properly. We wanted to try the PFP settings, but both clickers seemed reluctant too move, as if frozen. After a couple of attempts, I figured best just to leave it alone.

Chassis

You have to admit Gas Gas make a beautiful motorcycle. With such sleek lines it appears graceful and light. It looks fast standing still.

First ride impression is that it is long, low and taut. The rather stiff bar and rock hard seat would make you swear there was not an ounce of fat to be found on it. For that matter, it hides the weight well all around. In the stock position, the pegs feel just a bit high, but well out of the way of rocks too. For perhaps the first time ever on a Gasser, the shift lever and brake pedal are just about in the perfect position.

The 300 likes to move the whole bike at once. It isn’t as much of a “ride on the front wheel” feel as the Husky. The chassis encourages you to sit back and put the entire bike into a corner at once.  It likes a steady sweeping motion versus a hard point an shoot approach. Just picture yourself carving turns around a beautiful grasstrack.

It was great on the motocross track. It would hold a berm or rail an outside line well and always very stable. This is the first Gas Gas I have ever felt entirely comfortable on at the track. Comfortable enough to push some of my own limits.  Admittedly it has been a few years since I last did some moto on a GG. The improved shift lever and brake pedal positions have a lot to do with it.

On the tighter trails it often just feels long, with the front not quite moving in unison with the rear. But that is only in first gear kind of terrain. Once it opens up a bit the feel is much better. At times the brakes seem to take a bit of extra effort. It is not really the brakes, but the extra weight rearing its head.

Details

Many of the things on our Gas Gas wish list have finally been addressed. The Electric start is now a modern design. For the most part, the ride is a sweet as the aesthetics. Here are my remaining pains;

• My biggest issue is with the seat and bars. They are so hard/stiff, that it really intrudes into the ride quality. My laps on the track were limited because of the stiff bars. Ditch the cross bar and the stockers should be fine.
• The battery now mounts to the underside of the seat. When removing the seat to get to the air filter, you have to let it dangle by the tether wire. The battery is mounted as high as it possibly could be.
• Access to the filter and airbox basically a 25 year old design. It is a narrow space and difficult to get in to clean properly.
• Chain guide is equally dated, ours had the older 80’s Husky style that GG used for so many years. I think they were cleaning out the parts bin.
• Sidestand shape and angle still doesn’t work quite right.

On the plus side there is the nice odometer, FMF silencer, ignition map switch and a host of quality parts throughout.

Normally I would write a conclusion that would include my recommendations. Given the status of things, that is out the window. I like riding the 300 Gas Gas a lot. Fix the hard seat and stiff bars and it is a bike I see myself spending more time on. The fork would need some attention too, but not a wild amount. So I guess that just leaves me hoping that we will see a new future for the Catalan brand on the horizon. We certainly need the diversity, something our market is sorely lacking right now.

*Husky published weight, 104.2kg,  104.4kg x 2.2 = 230+17.4(2.9x 6 lb per gallon fuel)=247.4 lbs vs 250 lbs actual

 Specifications

2016 KTM 250xc-f First Ride Report

More ponies and torque for the 250

If you have never considered yourself a candidate for a small bore thumper, this is the bike that might change your mind. At least that is where I find myself after this test. The last time we tested the 250, in xcf-w form, was in 2014 when the little motor got some of the updates from the 2013 xc-f and sx-f versions. For me, it just wasn’t quite enough to get excited about. The torque was a bit soft to pull my big frame around.

For 2016 the 250 gets the all new motor, frame and trappings of the rest of the xc-f line. If you are not up to speed on the very substantial details of the new models, check out the 2016 KTM 350xc-f review from last week to get caught up. For this test, I am just going to focus primarily on what is unique to the 250 model.

In the xc-f/sx-f line, the 250 and 350 now share the same all new motor platform. The new compact motor design is 2.4 lbs lighter than last year. The exterior dimensions are shorter for more mass centralization. Redline is now an amazing 14,000 rpm. KTM claims this is partially achieved due to the plain big end bearing that clam shells the bearing directly to the crank pin. Crank service interval is now extended to 100 hours.

The 250xc-f features a six speed transmission and traditional coil spring clutch. The clutch is redesigned with a lighter basket and new springs that give more consistent feel even after extended use. The clutch master cylinder has a lighter pull.

On the dyno, both power and torque numbers are stronger throughout the entire rev range. Torque numbers run about 2 foot pounds over the previous model, to a peak of 20 ft lbs @ 8500. (this is an estimate based on other published dyno tests and KTM supplied numbers). In terms of practical power, it means the torque comes in about 500 rpm earlier across the board. Peak power is claimed to be 45 hp.

As for the chassis, again without getting into too much detail, it is completely redesigned. Everything on the chassis is new and given a full “clean slate” style of rethink. Suffice it to say that it is smaller and lighter all around. More than that, KTM has changed some of the basic characteristics of how their bike turns and handles.

Suspension changes for this year include new linkage ratios and an entirely new shock. The rising rate is much stiffer allowing the shock spring to be lighter, 45 N/m vs 54 N/m in 2015. The WP 4CS fork springs are lighter too, 4.2 N/m from 4.4 N/m. The 250 is basically sprung one rate lighter than its 350 brother. Revised fork valving is aimed at smoothing the ride quality.

Other xc-f off road specific components are the sidestand, 2.25 gl clear tank, hand guards and Giant 18″ rear wheel with Dunlop AT81 tires. Overall the 2016 250xc-f comes in about 5 lbs lighter than last year at 224 lbs.

As I said, I just don’t consider myself a prime 250f candidate. But that doesn’t mean I don’t recognize what they can do, particularly in the handling department. Ridden in the right kind of tight conditions, they can make a 350 feel downright heavy. It is very much like making a 250 and 300 two stroke comparison. There are no charts or numbers that can properly show the differences in feel and handing.

As for my ride experience at the Indiana press introduction, I was very pleasantly surprised. For the terrain we rode, the 250 was the best outright bike in the group. It was even better than  my perennial favorite, the 350. The 350xc-f is probably going to be much better all around bike for someone like me, but for that exact day, the 250 ruled over all.

This was primarily because of the new found bottom end punch. Like the 350, the 250 has the same kind of power gains, not only on top, but down low too. That is what really sold me, the power right off the bottom. Clutch and throttle control come very naturally on the xc-f and this makes it very easy to ride fast. The 250 sort of meets you half way all the time.

I have to relate this one story from the test. We had something like 20 total test bikes available to ride. They all look nearly identical even though there were all displacements and both xc-f and sx-f models. The displacement/model graphic on the rear fender covers with mud easy, so it was a matter of walking down the line, cleaning off rear fenders to find the exact bike I wanted to ride. More than once while riding the 250’s I stopped on the trail to double check that I had not grabbed a 350 by mistake. That is how impressive the 250 is.

The positive feel of the xc-f carries right on to the chassis too. It is just a little bit easier to ride than the 350 and confidence inspiring. The front wheel feels just a bit lighter rolling over trail junk, particularly roots. The suspension is supper supple. The settings may be too light for some. But no one is going to accuse the new KTM’s of being harsh. The rider position has changed a bit with pegs that are farther back and slightly lower.

The 250sx-f motocrosser has stiffer 4.6 N/m fork springs and may be better suited for aggressive riders. For that matter, riding the sx-f around the test loop, I found it a tad better overall. With the stock xc-f gearing, I was stuck between 2nd and 3rd gear. On the sx-f, 3rd was just perfect. So slight gearing changes may be the ticket to get the 6 speed xc-f dialed in for the terrain. Other than transmission, the motor, fuel injection and mapping are identical between the two models.

I wasn’t the only test rider enamored with the 250. One long time Eastern KTM racer who was in attendance told me he had already decided on a new 250xc two stroke for himself. After riding the 250xc-f, he immediately changed his mind and decided it would be his next race bike.

Overall all the bikes in the new line are impressive. I do have a few sticking points though. First, both the 250 and 350 were a little stall prone. Not so much during riding, but when beating around in technical terrain. The bike seemed better on the second day, after a few hours on the motor. I have to admit that I did not get a chance to play with the optional ignition map which could have helped too. I am also a little disappointed with the smaller fuel tank. Since there is already a small motocross tank choice, I would like to see a minimum of 2.5 gallons for any off road model.

It is a little difficult to make much for comparisons, but perhaps the nearest would be the Sherco 300 SEF. Again, like the 350, the 250 is bridging the gap between itself and the next larger displacement. Sorry, I have not ridden the Yamaha yet.

I think KTM has raised the bar for the class in both power and handling. I have to say that the 2016 250xc-f is the bike that surprised me the most of all the new models. A displacement that I would normally pass over for my own use is now something that I would seriously consider, particularly if I rode more in the east. I certainly would jump at the chance to get more extended testing time on it.

Link – 2016 KTM Model Photo Gallery

2016 KTM 250xc-f Specifications                       MSRP $8,899

2015 KTM 1190 Adventure In Baja

I have been getting more ride time in on the KTM 1190. The standard Adventure is proving itself quite worthy in the dirt. In some ways it may just prove to be a better all around choice than the macho “R” model. With just the addition of Continental TKC80 front tire, the big bike handles pretty well off road. With the sophisticated traction control and ABS systems, it is easy to keep things under control and within the comfort zone.

Keep an eye out for the full review in an upcoming feature. For now, enjoy the video.

First Ride On The New 450xc-f

From the short ride time in Indiana at the KTM new model introduction, the 450xc-f is the one bike I feel the least ready to comment on yet. But it was at least a start and I will share with you the ride impressions I have. Why? Well of all the xc-f line up, the brutish 450 was furthest out of its element on our test loop which seldom saw the bikes get to third gear. It was hard to use even half of the 450’s 60 plus horsepower.

So I am not going to speak as if I know everything about the new 450 yet. It is too important of a subject. This is our western bike. For racing everything from Baja to desert to Gran Prix, this is the bike that many potential KTM buyers will be looking to. Still, there are a few things we already know about the xc-f too, so let’s talk about them.

As you recall, we spent quite a bit of time with the 2014 KTM 450xc-f. It was a polarizing bike. Nearly everyone who got on it either loved or hated it. The motor was the high point. It had so much pizzazz that it was just a hoot to ride. Crack the throttle and the 450 would leap to attention. But it was not very good at low revs. It was stall prone and that made it difficult to ride. A flywheel weight and quieter exhaust pretty much cured those issues for us.

The other limitation to the motor was the 5 speed transmission. I made it livable by running taller gearing, but there was also some vibration that made extended two track riding tiresome. 55mph was about the top comfortable cruising speed. The stock suspension was fair. The shock performed well, but the fork was harsh. Overall the whole ride experience could be described as track inspired, the faster the pace, the better it worked.

Ultimately what I desired was a bike with the power and response of the xc-f, but with a more xc-w style ride quality. Even with our limited time on the 2016 bike, I can tell you that KTM must have listened, because we are at least half way to that goal.

The 2016 450xc-f is an entirely new bike. I have written extensively about the new design in our 2016 KTM 350xc-f review. So instead of a complete rehash here, please read the link to get caught up on all that is new. Here I will focus on what is unique to the 450.

The 450 motor boasts a number of changes. New engine cases stack everything together for a package that is 23mm shorter, 9mm lower and 23mm narrower. The idea is to create more mass centralization with the crankshaft moving both rearward and slightly higher.

The cylinder head gets a lighter design too. There is a new cam to open the titanium valves. The rocker arms are DLC coated. Max  revs are 11,500 rpm. Like the other models, the new wide spread lateral head stays give a stronger connection to the frame.

The new cylinder is 6mm shorter. The new piston is the high tech box-in-box design and runs at a 12.75:1 compression ratio. The new crank claims to have more inertia, but without adding weight. the connecting rod is 6.4 mm shorter. The plain big end bearing is two force fitted shells that ride directly on the crank. KTM claims a longer service life for this design and reduction in vibration due to tighter  tolerances.

The Keihin throttle body is all new this year. It has a new injector position. The direct connect design eliminates the cable linkage for better  throttle feel. There are separate circuits for cold start and idle adjustments. The Keihin engine management system incorporates a bar mounted map and launch control switch. Although the switch was not mounted on our test bikes. There is a light on the upper clamp to indicate when the launch control system is activated.

The transmission remains a 5 speed. The design is now  lightener and narrower. Attention has been given to both the gears and shift forks to improve feel and durability. The 450 is the only bike of the xc-f four strokes to retain the DDS clutch. It gets a redesigned basket, inner hub and pressure plate. Hydraulic actuation is still via the Brembo master cylinder.

The wiring harness is simplified and much of it sits in the box above the battery in the airbox. The idea is to allow the subframe to be removed without having to disturb the electronics. The xc-f gets a lightweight, 1.1 lbs Lithium battery and will also accept a standard YTX4 battery.

KTM has improved the overall air flow with new radiators designed around the new body work and fuel tank for a 10% increase in cooling efficiency. The beefy radiator guards now provide structural protection from crash damage.

One of the more obvious changes is the all new exhaust design with the bulging head pipe. KTM calls this the Flow Design Header (FDH) and says it improves throttle response while reducing noise. The overall package, including silencer is 60mm shorter than the previous model.

A look at the the KTM supplied dyno chart is pretty impressive. Peak output is 63 hp at about 9500 rpm. Max torque is 52 N/m at 7,000 rpm. Perhaps equally impressive is that the 450 is already putting out 50 hp by that point. If I have my math correct, 52 N/m equals about 38 foot pounds of torque.

On the suspension side, the xc-f retains the WP 48mm 4CS fork and linkage shock. But there is more there than meets the eye too. The shock is all new, as is the linkage. The new shock body has a larger gas reservoir for reduced fade. The shaft is smaller in diameter. Overall length is 12 mm shorter, but provides 10 mm more travel. The spring rate is reduced to 48 N/m.

WP has revised the damping in all of the 4CS fork models to match the new frame design. The overall goal is improved ride quality. Spring rates remain the same at 4.8 N/m.

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For our trip to the new model introduction, the 450 was probably the most out of its intended element of any of the new models. If the 250xc-f was best suited  to the conditions, the 450 was at the opposite end of the scale. Nevertheless, there were some significant first ride impressions.

The 450 is ridiculously fast. As the entire xc-f line is nearly identical to the sx-f line and the 450sx-f is now a replica of the Ryan Dungey race bike, you can see why it is so fast. Now having said that, I will also venture to say that it feels more manageable than our 2014 long term 450xc-f bike.

The power delivery seems surprisingly smooth and linear for so much horsepower. There was little opportunity to really use it, but twisting the throttle to move the rear wheel or take weight off the front came very easy without it  just feeling like too much all the time. Riding in a tall gear and just using small amounts of throttle worked great. There was a plenty of torque and none of the on/off light switch kind of feel.

Like the other new models, there were a few stalls once we got off the main track and started boondocking around. That is an area that will need more ride time to learn how and where the 450 works best.

Suspension and overall ride quality are vastly improved over the 2014 model. The front is quite supple, perhaps too soft for aggressive riders. I think KTM took enough bashing for the 4CS  fork being harsh on the xc/sx line last year that they went to the opposite extreme. But, the settings seem to suit me very well. I like to be a bit soft, even for my weight.

As for the shock, it simply seems like magic. I repeatedly tried to do things to upset it and had no success. It takes the improvements that KTM saw with the first version of their linkage platform and raises the bar again. Particularly good was the overall feedback from the rear in roots and ruts, something I saw as lacking on the linkage bikes.

There was none of the overall harsh feel that has characterized the xc-f bikes in the last few years. This is nearly an xc-w type of ride quality. Its is smooth, there is little vibration. It feels super light for a full size bike and tracks well.

There is definitely more to talk about with the big 450, but I want to wait until I can get more ride time and really see how it works in our western conditions, both track and trail. But it is pretty obvious that KTM addressed most of my wish list from the previous model. It is smoother, easier to ride and has better suspension settings. While more power and lighter weight were not on my list, I won’t complain about either.

I thought I was pretty clear in my call for a 6 speed transmission, but apparently that went unnoticed. Although I don’t think the average rider will miss it, only those of use who want our track bike to do double duty as a dual sporter too.

But I have a feeling that for those looking for the kind of power and handling to get the hole shot and win a Gran Prix or desert race, the new 450xc-f is going to be just the ticket.

 2016 KTM 450xc-f Specifications

First Ride On Beta Cross Trainer

After some delay, I finally wrangled a ride on the new Beta. It is a good news/bad news scenario. The bad; we could not get a bike from Beta. Don’t know why, we just didn’t get the invite. I am sure it is a story of high demand, low supply, blah blah blah.

The good; we got an invite from a first time Beta owner in Hawaii to come out and ride! Thanks to Richard Garcia for the hook up. More good: we also got to compare a KTM 250 Freeride, 200xcw and a sweet 300xcw ISDE model in our testing. I had also raced a 200xcw on the same course the day before. Thanks to Sam Bird of Hawaii Rides, Chef John and Mark Jefferies for those bikes. FYI, those are some of the guys you may see in some of my more extreme Baja rides. But there is more! We got to ride on Oahu Hawaii on some super cool single track, just the kind of thing for these quasi extreme bikes.

As we were spending our test time on someone else’s brand new baby, this is not going to be an all out “ride it like you rented it” test. We were gentle, but is was still enough to get the basics and more important, some significant comparisons with the other bikes.

Because this is really just a first ride impression, not a full review, I am going to give you a quick and dirty ride impression. It is enough to tell you at least half of everything you need to know about the X trainer, the rest can only come with extended ride time.

Right Down The Middle

• Whatever the differences are between a 300 enduro bike and a KTM Freeride 250r, the Beta is right dead center between them. Claimed weights put it about 10 lbs lighter than a 300RR where the Freeride is 20 lbs. That is about how if feels on the trail too.
• The X trainer feels closer to a traditional bike in handling also. There is nothing particularity unique feeling. It is probably closest to the 200xcw in that sense.
• The motor is as smooth as you can possibly imagine. There is no hit, even in the midrange, just nice, slow, ultra smooth delivery. It is stronger than the Freeride right off the bottom. But the 250R actually has more punch in the midrange. Neither bike is much for top end.
• By basically shutting off the powervalve on our 300xcw, we could make the xcw smoother, but it was still no match for the gentle X Trainer.
• Suspension is again right down the middle, not as good as the 300xcw, but a measurable amount sturdier than the Freeride. At a moderate pace it worked quite well.
• The front brake again was better than the Freeride, but needed far more effort than the 300xcw.
• Overall ergonomics were very standard feeling.

What Else?

• Nothing to report on the oil injection, other than it appears to work and the bike does not smoke much. The Japanese could make it work 40 years ago, so no reason to think otherwise for the Beta’s.
• No real gains in seat height, the tape read 36.5″. I would hope this style of entry level bike could have a lower seat.
• Graphics started to wear in the first hour.
• For the most part it just feels like any other Beta for ergos.
• Our bike came with Golden Tyre 216’s on it, nice choice.

Freeride or X Trainer?

• I have to say, I think Beta nailed the concept just a little bit better than KTM for an entry level enduro bike. Their interpretation is not far removed from a standard 300. I think more riders will feel at home quicker on the X Trainer. The Freeride will probably do more as an extreme bike, but it tends to feel awkward at first. The Freeride ergonomics and handing are better suited to standing, therefore more advanced riding techniques.

X Trainer Versus 300rr or 300xcw

• Now the lines get very grey. All the Beta’s get oil injection this year, so that takes care of that. I would opt for a full enduro bike. On the other hand, for the style of riding that they have in Hawaii, the X trainer would be hard to beat, even for me. It has enough motor, brakes and suspension for terrain where you can never exceed 3rd gear. I am sure it will be a traction master in slick conditions.

Just about everyone I have encountered wants to debate this question and I am not sure there is a perfect answer. Add flywheel, Rekluse and old KTM hockey stick silencer to any 300 and you might build something pretty close. I wonder if we can get Don Emler to build some of these crazy looking pipes? Or, you can just plop down  $7,299 for 2016 model Beta and have it ready to roll.

The bottom line for the X Trainer- super easy to ride, very natural feeling and an amazing motor for someone who is only looking for smooth power delivery. Be cautioned, this is not intended to be an out of the box extreme race bike. I say that because I have encountered a number of riders who assumed as much. As for our X Trainer owner Richard, he was looking pretty happy and confident on his new ride.

Long Term 450xcw Motor Inspection

It was 12 months ago that we first started testing our 2015 KTM 450xcw. At that time I was starting to prep it for a Baja race. After a successful performance by the bike, it went on to be my regular mount for nearly all of my Baja riding for the year. It saw plenty of miles and very little attention.

Most of my riding is high mileage days, but not particularly stressful on the bike. I stretched oil changes out to 35-40 hours and oil filter only every other oil change. As for real maintenance, the 450 went back to KTM for service at 150 hours where it got a valve adjustment and new rubbers for the DDS clutch.

Since then another 100 hours have been logged, putting us up to 250 total. Our test time complete, I asked KTM to take apart  the motor so we could look at the internals. It was an interesting project for them. The media department very seldom does a full motor tear down. The race department does, but never on motors with this many hours. So it was novel for everyone to take a look inside our high mileage bike.

I will leave most of the story to the photos. In short, here is what we found. The intake valves were tight (.05) but the exhausts were still fine (.15). The clutch rubbers were due for replacement again, noted by some motor vibration. I suggest changing these at 80-100 hours.

The only obvious wear anywhere was on the shift star, where it goes into neutral. The ring end gap was .48mm, spec limit is 1mm.

That was it, everything else looks near new. Take a look for yourself –

All Terrain Fun On The KTM 1190

KTM’s 1190 Adventure proves worthy companion for all kinds of exploring.

I am never quite sure where to start when it comes to talking about adventure bikes. It is a world of relative values, not so much absolutes. Much depends on the perspective and expectations each rider brings to the table. In the dirt bike realm it is certainly much easier to say what works and what doesn’t.

When it comes to testing the 1190, I had one real lingering question from our short time testing the previous year model. Just how well does it work off road? The sexy R model gets all the attention in that department. But as I talked with more riders and considered the possibilities, it seemed that there were a few good arguments for considering the standard adventure as the best all around ADV mount.

The first question is, just how dirty do you want your ADV bike to be anyway? I love fire roading. I love having that freedom to reach the end of the pavement and just keep going without any hesitation. I want to go right to the end of the road. But once the road ends, that is about as far as I expect to go. After that, I want something smaller like a KTM 500exc.

I guess don’t see single track and ADV as really belonging in the same sentence. Now, I have watched the videos of Chris Birch doing all kinds of wild things on his 1190R and that is fantastic. But it won’t ever be me doing that. I am not looking to attempt single track on the big bike.

For the street side, the 1190 Adventure we already know to be an amazing package. Once on tarmac, the feel is pure street. Power, handing, brakes, electronic systems are on par with some of the best in class  for big bore standards.

About the 1190 Adventure

The heart of the big KTM is the 1195cc 75 degree V twin motor. It features all of the high tech features that are so common on the new bikes, such as the box-in-box piston design, DLC coated parts, sophisticated ignition system and long 9,000 mile service intervals. The 1190 produces 150 horsepower. Switchable ride modes can bring that down to 100 horse for off road and rain modes.

The electronics package features both ABS and MCS  traction control that can be manually adjusted to suit conditions: street, rain or off road. These controls are so sophisticated that they even compensate for lean angle. Perhaps no where is the electronic performance more obvious than off road where limited wheel spin and aggressive braking power afforded by the ABS seem to magically keep the big bike in control.

In street mode, the front brake is linked to the rear to provide the best possible stopping power. In off road mode, this link is disabled and the rear wheel can be deliberately locked to  allow slide for better steering control.

The tubeless spoke wheels are 19″/17″ combination. The spoke rims are claimed to be more durable for hard use than cast rims. Tire pressure monitors are also included. The stock Continental Attack 2 tires are clearly a street biased choice.

Unique to the Adventure is the EDS Electronic Damping System suspension. There are 4 different pre-programmed settings for load and 3 for comfort level (sport to soft). With just a push of the button the suspension can be customized to the ride. There is 190mm (7.5″)  of travel at each end. Ground clearance is 8.6″.

The cockpit is an impressive array of displays. This is paired with the left side thumb switch cluster that scrolls through the display screens and provides access to all the mode options. Some modes, such as traction control, require the motor to be off to access. I guess this is to avoid the possibility of accidently unwanted changes while riding. The instruments are a gray on gray scheme which become gray on orange at night. The contrast can be difficult to read in some sunny conditions. The night time display is mostly just a blur to my eyes.

There is a standard steering stabilizer mounted to the lower triple clamp. The distinctive open lattice design swingarm is said to produce optimum strength and flex characteristics. Also new are the LED daytime running lights. The array of 12 bulbs replaces the low beam during daytime use, all controlled via automatic sensor.

Our Testing

I decided that the only set up real change that was needed for my use was a front tire. The stock Conti is not very aggressive looking for the dirt. I would need something  more confidence inspiring. To that end I went with the Conti TKC80. This is a popular tire and comes in the correct 120/70 B 19 tubeless size.

I ordered this tire online and actually got the order wrong the first time. It can be a bit confusing looking at all the size options and making sure to get the tubeless version. It didn’t help that the tire was back ordered nearly everywhere in the country. I finally went directly to the Continental tire site to make sure I had the exact part number.

I had never changed a modern tubeless motorcycle tire, so I decided to give it a go on my own. The first thing I discovered is that the 1190 center stand does not balance the bike. It needs some hefty weight to keep the rear held down. After scratching my head a bit I chose to run a tie down from the luggage rack to the rear bumper of the van to hold the bike in place. It worked fine.

I watch a Youtube video for instructions on breaking the bead. It is a little bit of a tedious process, but I was able to accomplish it with standard tire irons, the same Ty Davis model I use for mousses. Basically the technique is to use one iron to wedge the tire down and a second iron, faced the opposite direction, to work directly against the bead. It takes some time and patience because it seems that nothing is being accomplished. But after a few minutes of work, it popped right down.

Other than putting a few scratches on the painted rim, I was able to get the whole job done without too much effort. But I change a couple of tires nearly every week, so I may be more in practice than the average home mechanic.

Off To Mexico

Nothing says adventure bike to me more than Baja. There are endless miles of dirt roads. Many of the paved roads are hardly any better than the dirt. So I partnered up with Dean Potts of Bonanza Plumbing fame, you have probably seen his riders in Baja or the WORCS series. He would ride his dual sported 450xcw so we could really focus on rougher tracks.

Jumping into the dirt on the big bike always brings a bit of apprehension, simply because I only do it a couple of times a year. But the 1190 had me feeling at home in the dirt in no time. The TKC80 gave me good vibes from the get go. With the exception of one or two stretches of deep sand I felt in complete control.

As for the rear, the Attack 2 was not bad. With all the fly-by-wire throttle, traction control and ABS the 1190 is amazingly well controlled. It sort of goes against the grain for me, I want bikes to be simple. But there is no arguing with the performance in this case. The sophistication of the ABS is so far beyond the old 990 or 690. Those systems were worthless in the dirt. But the Bosch 9ME C-ABS system is a big leap forward. It enhances dirt performance and does a lot to overcome lack of grip by the tires.

The MCS traction control is interesting. For the most part I found that I liked the street mode best. This allows almost no wheel spin, compared to the off road mode that will allow the rear wheel to spin twice as fast as the front before kicking in. In street mode, the “no spin” simply equaled a super smooth ride. You can actually hear the delay in throttle when you give it too much. You might be able to pick up the sound in the ride video.

For dry conditions on rough dirt roads this is a great set up. I was able to just concentrate on the ride and have fun. In the wet or mud, a rear tire would certainly be called for too. There is not really anything for side grip on the stock tire. But all in all the 1190 worked as well or even better than I expected. I was always more comfortable than on a 990. It feels so much smaller and more agile.

For suspension settings, I settled on solo rider with baggage for load and sport mode for comfort setting. Overall these settings worked well. Once I decided on them, I didn’t make any changes. I used the same for street and dirt. The Adventure is quite smooth on the dirt and mild rough spots. It is probably best to keep the pace mellow enough keep the wheels on the ground.

Riding behind me, Dean commented on how much action seemed to be going on at the rear wheel, lots of movement. But at the seat level the bike consistently stayed very smooth. The suspension seems to be doing its job well. The 1190 will never feel like a 450, but I was surprised at times to think how much it reminded me of the 690 Enduro in the dirt. Much of handing is not that far off and the suspension is probably smoother in most conditions.

As for comparisons, certainly the 1190 R model would probably do better in rough conditions. The larger 21″ front wheel should track better. The longer travel suspension might handle more. But on the other hand, it doesn’t have the electronic suspension and may not handle as well in all around conditions.

Another plus for the standard is the lower seat height and center of gravity. The spec sheet show the R model as 30mm (1.18″) taller at seat and ground clearance. As the seat heights are adjustable, that is not an absolute number. But you can see the standard model is a bit lower and that would have a positive effect on most handling.

For dirt riding I ran the seat in the lower position. Overall seating is okay, but I am not quite sure I found the exact spot to make me happy for long miles on the street. The adjustable wind screen gives a bit of protection, but also left me with just a bit of buffeting at the helmet. It is also just a tad tall when standing in the dirt. I might consider swapping it for the tiny R model screen. Regardless, it is still much better than the old 990 screen, I would routinely hit my helmet on it off road.

The bar position is also a little low for standing. It was better once I removed the foot peg rubbers. I would want to look into some risers, like those from Rox Speed, for my own use.

Once out on the tarmac, it is just a flip of the switch to sport mode to get the 1190 motor back into full song at 150 horse. No, you don’t really need it, but it sure is fun. Actually, putting the motor in street mode, instead of sport, gives a bit more torque and nearly all shifting becomes superfluous. Third and fourth gear will handle everything from 0 to 90 mph.

The KTM is just an amazing street bike. Considering it does such an admirable job in the dirt, it seems to lose all notions of ADV bike once it hits the pavement. It is pure street in feel and very fun.

Our test bike came to us with about 9,000 miles on the odometer. I have added about another 1k to that. Everything seems to be holding up well. It looks and feels like new. It has developed a small oil weep near the sidestand, but I have not had a chance to inspect it closely to determine the cause. The fuel gauge was not working properly when we first got the bike, but seems to have cured itself over the last few tanks of gas.

The time with the KTM 1190 Adventure has been very positive. I think there are some good reasons to consider it over the flashy R model. But then again, the flash may just be the real selling point. Either way, it is a great riding bike, both on and off road. It will do everything I expect of it with both style and performance. If I want to do more in the dirt, I will just choose a smaller bike. As for the road, there isn’t much the 1190 won’t do with ease.

Bottom line, as I like to say, it just makes me want to go out and ride. That is about all I can ask from a bike.

Chilly

2015 KTM 1190 Adventure Specifications $16,699

Track Time on The 350xc-f

Here is some quick footage of the new 350. It is pretty wonderful on the track. Next up will be some trail testing to give it a real off road evaluation. So stay tuned for a full report.

AJP PR5R 250 Review Begins

The AJP has arrived. It is certainly an interesting bike. There are all kinds of neat things that catch the eye as you wander around it. Here is quick look at the PR5R in photos as we prepare to get out testing on it.

2016 AJP PR5R model is ready to for riding.

2016 AJP PR5R model is ready to for riding

The 250cc fuel inected motor comes from Zongshen

The 250cc fuel inected motor comes from Zongshen

Interestingly, even though AJP makes their own hydraulic clutch (Gas Gas), the PR5 uses a cable.

Interestingly, even though AJP makes their own hydraulic clutch (Gas Gas), the PR5 uses a cable

Brakes come from Brake Tec in Spain

Brakes come from Brake Tec in Spain, Sachs supspension front and rear. The “R”model has the fancy coated lowers

Delphi Fuel Inection

Delphi Fuel Ijnection

“R” model gets Shorai battery for US

“R” model gets Shorai battery

Very distinctive castings on the aluminum swingarm

Very distinctive castings on the aluminum swingarm

Under seat fuel tank

Under seat fuel tank

The PR5 has full street style instrumentation and controls

The PR5 has full street style instrumentation and controls

Doma pipe for R model

Doma pipe for R model

Michelin FIM Tires

Michelin FIM Tires

Trick R model pegs

Trick R model pegs