Ktm 400 R/xc
KTM 400 R/XC
Long-Term Wrap-Up
A different kind of dirt bike
IF A LONG-TERM TESTBIKE’S ODOMETER drive dissolves into a lump of smoldering goo, does that mean the bike has logged enough miles to merit Wrap-Up status, or is it just a not-sosubtle reminder that upkeep is neverending? In the case of our KTM 400 R/XC, the answer to both questions is an emphatic yes. Not only has the bike recorded a ton of miles, but, as is typical with many off-road motorcycles, its maintenance and running costs have been high, too.
From the first kick, KTM’s middleweight dual-purpose bike rarely touched tarmac, pulling duty as the only full-time knobby-wearing motor-
cycle in the CW long-term fleet. Trail ridden mostly and raced on occasion, there was little our R/XC couldn’t-or didn’t-do. It scored a string of class wins at Southern California dirt grands prix, and made friends in the mountains of Colorado and the wilds of Baja, Mexico. An unusual track record, seemingly, for a bike that is entirely street-legal.
Why choose the 400 over the marginally more expensive 620? For openers, though the 400 weighs only 1 pound less than its bigger brother, it feels 20 pounds lighter. Also, it’s easier to kick-start (using your hand to bring the 398cc, sohc Single to life is possible), loses only a few lengths in a sprint through the gears and about 15 mph in top speed. Power delivery is less brutal, too, which translates to greater ridability, especially in the tight stuff.
Unfortunately, tip-overs are costly, at $20 a pop for turnsignals and a whopping $70 for a clutch-perch assembly. We could have done better by shopping around (White Bros, sells nearly identical indicators for $15 each). In place of the standard mirrors, > we did adapt a nifty folding plastic unit from Acerbis ($18), which offered little rearward visibility but kept the bike street-legal.
“For play riding, my 400 R/XC has as much get up and go as most 600s, especially with the addition of an Up-Tite pipe.” -Tate MatherIv, EdmoÊ, Washington
Quotes from the logbook
The KTM is an excellent dual-purpose partner, although I’d like it even more with electric start-and a lower seat height.
I put another 1000 miles on the 400 this weekend; rode to a place called Crankshaft Junction. Try to find it on a map.
David EdwardsI enjoyed the R/XC, but for a measly $300 more I’d definitely go for the 620 version. Bigger thumps and better wheelies win every time.
White Bros, also distributes Excel rims ($117 front, $141 rear), which came in handy when we rock-damaged the stockers on a high-speed fireroad. Unfortunately, we had to replace the front spokes and nipples ($92), too, as they were bonded together, the result of repeated tours through corrosive salt flats. Both hubs and the rear spokes and nipples were reusable. For rubber, we fitted original-equipment Pirelli MT21 s ($69 front, $89 rear), which proved long-wearing with excellent puncture protection.
Toward the end of our test, we brought the rest of the 400 up to snuff, a startlingly simple task considering the bike’s well-worn veneer. Ceet gas tank graphics ($60) and a Dynotec kevlar seat cover ($70) complemented the standard graphics on the new sidecovers ($70). The original ones were severely scratched-and slightly scorched-from crashes and a broken pipe mount.
Which brings us to our only chassisrelated complaint: the mounting provisions for the muffler assembly. Frankly, 14 pounds is a bit much for a
small subframe tab; we rewelded it twice before installing a lighter-and freer-flowing-pipe and muffler from Up-Tite Racing (111 West Dyer Rd., Unit B, Santa Ana, CA 92707, 714/540-2920). Half the weight of the original system, the snug-fitting, threepiece Up-Tite pipe ($297) provided exceptional throttle response, making it even easier to loft the front wheel. Be forewarned, though, it’s much louder than the emissions-legal stocker.
With the exception of a $296 charge from Z Racing in Anaheim, California, regular valve adjustments and oil and filter changes were performed in-house. We also replaced the clutch once. Access to the 18-plate assembly ($183) was simple, and changing it took about
one hour. Fineline Racing (7522 Slater Ave., Unit 104, Huntington Beach, CA 92647; 714/842-9253) revalved the fork and shock ($225, plus parts), improving high-speed bottoming resistance.
Costly to buy ($6478 in 1996) and expensive to maintain and repair, the 400 R/XC nonetheless delivers the performance goods. As a street-legal dualpurpose bike, it’s a tough act to follow.
Just remember to keep the odometer drive lubed. □
“After racing hare scrambles for 15 years, I’ve gotten to the point where I just want to ride right out of my garage. That’s why I love my 400 R/XC. -David Sutton, Winston, Georgia
$5998
