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1607 DT final

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This system features a sophisticated<br />

mechanism for the lateral support<br />

exhaust ports, providing smooth and<br />

controllable power on tap at all times.<br />

The crankshaft’s 72mm stroke remains<br />

the same, but otherwise, the component<br />

has been fully re-designed, which<br />

includes re-balancing and setting it up<br />

with a counter balance shaft against<br />

vibrations.<br />

Compared to the SX range, it has more<br />

inertia due to a heavier ignition rotor.<br />

This helps the rider remain smooth and<br />

roll on the power for maximum traction<br />

in difficult conditions. The 250 and 300<br />

two-stroke engine is equipped with a<br />

new electric starter located below the<br />

engine. Compared to previous models,<br />

the new starter system is less complex<br />

and more reliable.<br />

125/150/300 XC-W:<br />

For 2017 the 125 EXC has been replaced<br />

by the new 125 XC-W, which features<br />

all of the latest chassis and engine<br />

technology of the larger EXC models, but<br />

without any homologation features or<br />

power restrictions.<br />

The ‘XC’ stands for cross country,<br />

while the ‘W’ signifies a wide-ratio enduro<br />

gear box. Otherwise, these bikes are<br />

still largely based on the EXC models,<br />

retaining the same type of chassis<br />

hardware as well as the latest engine<br />

technology.<br />

Being very similar to the EXC models,<br />

the main difference is that they are<br />

not street-legal as they do not comply<br />

with current homologation rules from<br />

the outset – the XC-Ws are defined for<br />

closed-course competition use only.<br />

There are also XC-W 150 and 300 models<br />

available in limited numbers.<br />

KTM-designed lightweight die-cast<br />

engine cases featuring a high crankshaft<br />

and clutch shaft position, located close<br />

to the centre of gravity, which results in<br />

a tight mass centralisation for improved<br />

rideability.<br />

In addition, the engine body is<br />

extremely lightweight and compact, while<br />

still able to house an optional electric<br />

starter. The newly designed engine covers<br />

also feature an advanced, highly durable<br />

new surface structure in order to reduce<br />

the wear caused by the riders boots.<br />

Increased power and impressive<br />

amounts of torque across a wide power<br />

band have been achieved in this new<br />

design which has been packaged in an<br />

extremely compact layout that is two<br />

kilograms lighter than the previous model.<br />

450/350/250 XC-F and 300/250 XC:<br />

KTM will also have on offer the XC-F and<br />

XC cross country variants, with a mixture<br />

of off-road and motocross features,<br />

including the 450 XC-F, 350 XC-F, 250<br />

XC-F four-strokes, as well as the XC 300<br />

and XC 250 two-strokes.<br />

These are largely based off the MY17<br />

SX-F and SX range, including the new<br />

and highly anticipated WP AER 48<br />

front fork, as well as Traction Control<br />

and Launch Control. There’s also an<br />

assortment of cross country features<br />

including revised transmissions, fuel tank<br />

sizing, side-stand, wheel sizing and more.<br />

Six Days:<br />

In addition to the new cross country XC<br />

range, KTM will also offer the popular<br />

Six Days range of motorcycles, which<br />

includes various models from across the<br />

MY17 line-up.<br />

The Six Days range is based largely off<br />

the EXC range featuring the same WP<br />

XPlor 48 upside-down fork along with a<br />

predominately white colour scheme and<br />

select features aimed at extended lengths<br />

of time out on the trail.<br />

www.ktm.com<br />

34 DIRT & TRAIL MAGAZINE JULY 2016

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