Ktm 360 E/xc
KTM 360 E/XC
CYCLE WORLD TEST
UNDERSIZED OPEN-CLASSER
IT'S A TOUGH CALL, juggling bore and stroke figures to come up with a '90s kind of Open-class dirtbike. The optimum result would be a machine with the looks and light weight of a 250, but with tons of torque and big horsepower numbers. Easy there, not so big that the bike becomes difficult to ride...
This is the dilemma that KTM has faced for the past decade. Originally, there was a 350. Then, company engineers discovered that with a new motor design, they could get the same power out of a 300, so they went that route. For some, however, the 300 wasn’t big enough, so a couple of years ago came the 440. And now, as if history were repeating itself, KTM has found a way to take the 250/300 motor out to 353cc, hence the new 360.
With the obvious exception of the differently sized engine internals, the 360 E/XC is a duplicate of the 250 and 300cc versions. This makes sense from a business standpoint.
It makes sense from a riding standpoint, too. There are few who can use all the power that a full-size Open-class bike puts out (and even fewer who will admit they can’t). But most are willing to accept a big bike’s girth in exchange for the low-end torque that only large pistons can generate. Compromise, in the best possible way, and you’d most likely arrive at the KTM 360.
Developed largely on the 500cc MXGP circuit last year, the 360 stemmed from the desire to have competitive power in a bike that could be raced wide-open for an entire 45-minute moto. The 360’s bore-and-stroke figures (78.0 x 74.0mm) differ from the 250’s (67.5 x 69.5mm) in that the bigger bike has a larger bore than stroke. This oversquare configuration typically makes for a revver of a motor, a characteristic that is not common to big-bores.
The first hint that this is an Open-class bike comes with a jab on the kickstarter. It takes a real stab to get things going, but the 360 usually fires on the first kick. Once lit, the free-revving motor feels anything but big; it idles down like a heavyflywheeled 250. But put it in gear and you’ll notice that it takes very little rpm to get going, making you think it’s a big-bore again. This backand-forth, “Is it an Open bike, or isn’t it?” game goes along for the ride with the 360.
Initially, we were displeased with our test bike’s overly rich jetting. Its 38mm Keihin carburetor came with a #180 main jet, #48 pilot jet and the needle clip set in the third position. We switched to a #168 main, #42 pilot and a leaner needle, clip in the second position, using parts supplied in the toolkit. It then ran better in the midrange, but still felt rich on the bottom and top. If we leaned it out on either the main or pilot jet, it detonated, despite the fact that we were running 92-octane pump gas mixed with oil at a ratio of 40:1. We got poor gas mileage, too-just 37 miles from a 3.4-gallon tank.
Still, the KTM never fouled a plug; the biggest problem occurred when we got on the gas hard after a few miles of lugging the motor. Then, it would load up, and took a while to clean out before it snapped back to life. Not a good thing when there’s a steep hill right in front of you...
KTM is aware of the problem, and already at work on a redesigned pipe to remedy the situation. Late in the test, at KTM’s suggestion, we bolted on an FMF Gold Series pipe and ISDE spark arrester (a $299 combo). This, along with a leaner needle-clip position, sharpened up the jetting while bumping fuel mileage considerably, making 50 miles out of a tank a reality. In either form, the engine just oozes torque. It loves to be lugged down and short-shifted. It will rev out, but this gets away from the meat of the power.
The rest of the bike is mostly what Cycle World's 1995 Enduro Bike of the Year, the KTM 250 E/XC, was made of. The conventional Marzocchi fork is sprung and valved spot-on for most enduro chores. Ditto for the Öhlins rear shock. Both were plush for riders of all skill levels; faster riders just needed a few extra clicks of compression on each end. We even raced the bike (with stock pipe) in a few high-speed GPs-tallying an overall win at the Viewfinders GP in the process-and it never did anything scary. The suspension is a bit taxed in motocross sections, but the chassis is plenty rigid, stability is great and headshake is not an issue.
In really slow, snotty going, the 360’s abundant power is manageable, even for a tired rider. Where the bike really shines is while cruising through whoops or flicking back and forth around trees. The 360 will do anything the KTM 250 or 300 E/XC will do, just at lower rpm.
Most everything else on the 360 E/XC is well-suited to trail riding. Even in slow, tight going, the liquid-cooled engine resists boiling over. Clutch pull is light for a big bike (KTM went to great lengths to eliminate drag) and the shifting, though not silky smooth, is solid. There is easy access to the clutch through a two-piece sidecover, and the coolant plumbing is tucked well out of harm’s way. The Brembo brakes are as good as you’ll find on an enduro bike. Even on torturously long downhills, they never faded.
Thin as a motocross bike, the E/XC is easy to move around on. The fuel tank fills every orifice available to achieve its volume, complicating sparkplug and jetting changes, but the end result is worth it. Roominess is another standard feature. The high bend of the aluminum handlebars, coupled with the flat seat and thin overall layout of the bike, means it fits rides of all sizes.
Besides the pipe, though, there are a few problem areas KTM needs to address. First, the seat foam is so hard that it must have come from a lumberyard. Second, the stock Michelin tires don’t offer much traction unless soil conditions are perfect; the front is especially poor. They may be the longest-wearing knobbies available, but we found ourselves wishing they’d wear out quicker so we could replace them with something more versatile.
Those criticisms aside, the KTM 360 E/XC buyer gets a lot of bike for his $5898. It is completely devoid of costsaving components like steel brake pedals and handlebars, and non-O-ring chains. Furthermore, details that often get overlooked on other bikes are not missed on the KTM: The rims are laced with some of the beefiest spokes ever to make up a wheel; the mismatched hardware of past KTMs has been rectified with common 8mm hex heads; the new orange-colored plastic is tough as nails; a spark arrester is standard; and the lights are bright enough to pull night duty.
Finding homes for KTM 360 E/XCs should prove to be an easy task-there are plenty of riders out there looking for Open-class bikes they can ride instead of fight. This is that kind of bike.
KTM
360 E/XC
List price........... ......................... $5898
