MO Church: 1996 KTM 300 EXC Bike Review

2021-11-11 08:56:33 By : Ms. Ashley Lai

Twenty-five years ago, MO spoke in an old, now incomprehensible language: fuel delivery was handled by Keihin PWK 38 kerbi, and the inventory jet had 180 mains, 48 ​​pilots, #6 slides and N85C needles, needle clamps In the #4 position (the fourth notch from the bottom)...we move the needle clamp to the middle #3 position and turn the air screw for better driving at a colder temperature (30-50 degrees Fahrenheit) hole. These jet changes and fresh meat began to turn into virtual missile launches, and in all tests, the bicycle ran very cleanly without contaminated plugs.

Eh? But don't be afraid. KTM is still building its excellent 300 stroke, but it is now XC-W 300 TPI. That's transfer port injection, which injects fuel electronically to achieve good clean combustion, and according to KTM, "makes re-injection a thing of the past."

We received our new KTM "Dwarf" public class on Halloween, which is very appropriate because many people have compared the shocking orange glitter plastic with the plastic of pumpkins. Love it or hate it, it will definitely attract some people's attention; it separates the '96 KTM from the rest of the field. However, in addition to the color, the factory specification sheet has undergone considerable changes to the '96 300. KTM reports a virtual shopping list that includes engine modifications to cylinders and cylinder heads (for better performance and increased cooling capacity). The newly designed clutch assembly (push rod and pressure plate, leaning on a larger bearing, friction plate material) allows for smoother clutch action and consistent engagement/disengagement.

It is said that the improved gear shift pawl mechanism enables more aggressive gear shifts, readjustment of shock absorbers and front forks, new lower fork leg castings, and new SEM K11 ignition device (better reliability) to trigger the standard NGK B8EG spark plug (associate B9 in the previous model), a new chrome-plated tube, matched with the integral silencer/spark suppressor (also chrome-plated), and equipped with Boyesen reeds.

Although there are quite a few changes, this bike is actually more like an evolutionary improvement of the previous KTM 300 model, rather than a revolutionary model change. Although the 1995 version is an excellent bike and almost universally praised, this is not to say that there is no room for improvement. For example, we fiddled with the suspension of the '95 250 (the same suspension components as the 300), but never really found this magical combination.

It is true that the experiment has never included re-adjustment, which will be the first step in the early White Power suspension components. I think we just have higher expectations for the new traditional KTM Magnum (Marzocchi) fork and Ohlins shock absorber. In addition, there are always some rough edges here and there, namely front fork protection, plug access, odo cable problems, etc. This year's model solved several of these areas and made improvements.

There is no doubt that plastic colors dominate the first impression of a bicycle. Although there are different opinions on its advantages, the elegant Technosel graphics and purple tones alleviate this effect. We did notice that, of course, occasionally, shiny orange plastic changed color (whitened) when severely damaged (read: bending), which was a typical characteristic of certain Japanese plastics in the late 1980s. The front fork is decorated with a carbon fiber-like sticker, and the upper fork slider tube is protected by a new, sturdy purple plastic guardrail. Unfortunately, this bike is still not equipped with a front disc protector. Although the fork overhang is a full three-quarters of an inch shorter than last year’s fork, the fork continues to shovel sticks and brushes, wedging them into the brakes. .

Externally, the only other notable change is the exhaust system, which comes with strange-looking chrome tubes and a keen overall muffler/spark suppressor. The new muffler/spark suppressor is more stable than the previous add-on, lighter in weight, and safer to install.

Our test plan includes racing against the bicycle every Sunday for three weeks after being unpacked and assembled. Richard Lafferty won first place in the Delaware national team, and Uth, the technical editor, tested the new iron in two local ECEA endurance races.

There is no fuss about the settings for these outings, as the bike is almost run under the original factory trim. Lafferty adjusted the suspension to suit the top A-level players in the mud of Delaware.

These settings are finally: front fork compression (left front fork leg) full hard, clockwise (CW) one-key exit; front fork rebound (right front fork leg) from full CW with four clicks; from full hard (full CW) shock Compressed four beeps; rebounded 16 times from fully closed (fully counterclockwise, when looking down); drooped by 110 mm.

The warm autumn temperatures in Delaware require a smaller 45 pilot to improve throttle response at idle. Rich also abandoned the transmission and replaced the stock 14T countershaft sprockets with 13T gears. Finally, tires suitable for Delaware loam (if there is such an animal) replaced the stock of Michelin. For the sand test, reinstall the raw meat and spray back the raw material (48 test).

As the temperature got colder, we increased the bottom end, closed the air screw a full turn (turned out 1/2 turn) and raised the needle by a notch to the middle position (stock is #4 position). This seems to improve what was initially considered a soft bottom during the operation of Pine Barons, and subsequently provided excellent throttle response in Stumpjumper.

After starting the '96 300, it was found that the bicycle was easy to start in the cold. Kickstarter's efforts clearly surpassed the KTM 250, but it was not very good anyway. The exhaust sound from the new ducts and muffler is still very quiet, comparable to previous efforts. The modified cylinders and cylinder heads provide good power throughout the range and have extraordinary tops. The engine spins on the top like a racing car and never stops. Anytime the throttle is pinned to more than one light spot, it can be frighteningly fast. Fuel delivery is handled by Keihin PWK 38 carby. The butt is injected with 180 main, 48 pilots, #6 slide rails and N85C needles. The needle clamp is located at position #4 (the fourth notch from the bottom).

When we first rode a bike, the low-end jet and the thinness of the Michelin rear tire made the low-end performance look a bit soft. We move the needle clamp to the #3 position in the middle and turn the air screw to make better holes in colder (30-50 degrees Fahrenheit) temperatures. These jet changes and fresh meat began to turn into virtual missile launches, and in all tests, the bicycle ran very cleanly without contaminated plugs.

"The modified cooling system, including more internal cooling surface area in the cylinder and cylinder head and a larger capacity radiator, helps keep everything under control."

With all these exciting throttle abuses, you might worry about the radiator spraying water everywhere. Fortunately, the improved cooling system includes more internal cooling surface area in the cylinder and cylinder head (to promote heat transfer from the cylinder to the coolant) and a larger capacity radiator (to improve the transfer of this heat from the radiator to the atmosphere). Emissions), used to control everything. Although we have not encountered any problems with KTM overheating recently, it is always welcome to increase the cooling capacity here. On the other hand, the bicycle is again equipped with an in-line thermostat, which eliminates the worry about excessive cooling capacity, which prevents the bicycle from reaching the proper working temperature in colder weather.

Fuel consumption is significantly higher than 250, because the standard EXC 3.2 gallon fuel tank has less than 50 miles per full tank when driving 300. Richard ran out of gasoline in the Delaware National Park, and we had a spare after driving more than 40 miles to travel during the Stump Jumper event. Fortunately, we were able to leave the alternate position of the rooster nearly 10 miles.

The clutch action is light and consistent. Although the 300 does not like to be ridden like the 250 (read: severe clutch abuse), the clutch has withstood all the punishments we issued without fading or failing. The clutch disengagement also allows the bicycle to be started with gears, which is a welcome change for any KTM. The EXC models are equipped with a wide range of five-speed gearboxes that provide sufficient top speeds for these road connectors. Even if the final drive is reduced from the original 14/52 gear to a 13-tooth countershaft sprocket, the top speed is not a problem. The 13T sprocket still allows 300 to easily exceed 65 MPH and tighten the gear ratio to start. There is absolutely no gap between shifts in this configuration.

It seems that KTM has obtained the position of the front fork this year, which is definitely a great improvement over our experience in 1995, because the front fork and the rear shock have been re-adjusted. When KTM first introduced the Marzocchi traditional forks in 1995, everyone thought they would be the same forks used by factory racers such as Hawkins and Hatch during the 94 endurance race. The '95 traditional fork is the shadow of those working forks, using different casts in the lower leg and ancient holes in the damper rod to control the valve (instead of the valve gasket set). Although this year's version still uses the same valve scheme, the look and feel of the '96 front fork is more like those engineered front forks used in 1994, and the out-of-the-box performance is excellent.

When parked on the side bracket of the bicycle, the shock absorber feels too compliant, but it is exactly the same as the front fork. We found that the shock-absorbing effect is particularly good for sharp impacts such as logs, pinholes (and possibly rocks, although we have not reached the north at the time of writing). But rest assured, we plan to fiddle with the clickers more, especially after we re-adjust the sag to nearly 100 mm.

The steering feels a bit slow at first, and the fork cover/fork tube connection is flush with the top of the triple clamp. However, we quickly got used to this setup, even without the steering damper, it can turn without fear and provides better stability than average speed. At this point, we have no plans to re-adjust the fork/triple position.

The '96 KTM series is again equipped with quick-change Brembos, the same as the '95 model, using organic brake pad materials. We like the feel of the front brake because it is not gripped like our '95, and its function is similar to the early front brake. The rear brake proved to be useful, except for the annoying habit of losing grip when wet, especially immediately after passing a water obstacle. Similar to the old drum type rear brake, it takes a few yards of braking to "dry" the object. The most important thing is (or maybe because of it!), the organic mat really wears out quickly after inventory, test driver Richard experienced a set of second in two local endurance races in Delaware and Uth The mats were worn out after that, in both cases about 120 miles behind the track. We suspect that both of these problems (water and life) can be easily solved by switching to aftermarket brake pads.

New stock tires, Michelin MP11 tires may be the worst stock tires in memory. It turns out that they are not suitable for the fertile soil of Delaware and can only rotate and slide in the sand. The rear tire is particularly offensive, partly due to its small size, but mainly due to the eco-friendly diamond-shaped knotty tread pattern. In the Pine Barons Enduro game, the clutch engagement looked fashionable, as if there might be some slippage. Once we changed the rear tires to the brand new Dunlop 752, everything felt good, it was actually slipping due to poor rear tire traction. If you buy this bike, please change the tires before riding, then install them on the next bike you sell.

"KTM continues the development of the '96 300 model series, improving performance, reliability and maintainability through improvements."

The '96 300 uses the same basic frame and plastic layout used by KTM since the '93 model year. Apart from lingering complaints about spark plugs and carbohydrates, this layout is still top-notch and provides good rider position and comfort. The seat foam is again on the dense (pronounced: hard) side, but the shape and fluidity remain good. The '96 bicycle reused a single-color seat cover. The modified odo cable routing scheme, similar to the repair procedure reported in our 95 KTM test, will undoubtedly extend the service life of the odo cable. We have proven this over and over again, avoiding almost impenetrable sticks and brushes, and avoiding mud holes in the Stumpjumper endurance race. The same excellent handlebars and Domino controls, with a quick-adjusting clutch base, constitute a first-class rider interface.

KTM continues the development of the '96 300 model series with improvements to improve performance, reliability and maintainability. Although almost all bicycles have room for improvement, we have to admit that the '96 300 is one of the most exquisite off-road weapons that can push riders of all skill levels into the circle of winners. Spark plug/carb access is still a problem, and we might even sneer at having to buy pre-market disk protectors. However, most importantly, the '96 KTM 300 is a high-quality machine suitable for racing or off-road riding, and it looks great when sitting under any rider's Christmas tree.

Specification: KTM 300 E/XC Engine Type: Liquid-cooled 2-stroke Displacement: 297cc Bore/Stroke: 72 X 73mm Transmission: Five-speed WR Gear: 14/52 Chain: Regina O-ring Fuel tank capacity: 13 liters (3.4 gallons) ) .) Carburetor: Keihin 38 PWK D-slide Ignition: SEM CDI 130w Illuminated front fork: Marzocchi Magnum 45 Suspension stroke: 300mm Front brake: Hydraulic disc front tire: Michelin MP11 90/90X21 Rear suspension: Ohlins Type: 3A Brake45mm Respension: Hydraulic disc rear tire: Michelin MP11 130/80X18 Seat height: 945 mm Wheelbase: 1468 mm Ground clearance: 386 mm Claimed dry weight: 229 pounds. Suggested retail price: $5698