2012 KTM 350 XCF-W Review

350cc KTM when the project was announced, the riders and the media were enthusiastic about the idea of ​​a lighter and easier to handle open class machine. When the bike arrived, however, told the media motocross was only slightly lighter than the 450 and the torque was much less, readers of a more rapid 250F. However, the machine won the race in the motocross world, as well as KTM had great success in the race off-road with cyclists on board motocross bikes converted 350SX.

By 2012 KTM made the conversion for you off the road, the transmission of a broad relationship and engine modifications that are most appropriate for aggressive power band of off-road racing. The new framework uses a technology liaison WP PDS shock swearing KTM off-road work better. A series of improvements in the clutch, the engine cases, a fork, tripleclamps, the position of shock rear suspension and ergonomics highlight the major changes. KTM has also improved the electric starter and added a more powerful 190 watts of FIM Enduro-legal lighting. The new exhaust system spark arrested and calm, and the EFI settings inviolable secure compliance with "green tag and California EPA.

At the 2012 KTM XCF-W printing AMA National Enduro launch Inyan Kara in Wyoming, we had the opportunity to try all the new KTM bike cross-country running, before a race. Being a two-stroke diehard fans, we really should choose a family-300XC-W race. This opinion will be changed quickly, when we boarded the 350XCF-W. Rotate the light seemed acceptable, do better in terms of speed compared to two shots and was the area most soft power this side of XR100. As the publishers changed the wheels during the day, was always the 350 that could not wait to drive again, and became a wheel in other critical models. Only two of 350S is available in the media we were able to compete elbows and destroyed our way to the line to 

book 350XCF-W as our AMA National racing bike!

 

How does it feel? Well, is perched on a bike rack and you'll feel just a bit lighter than the 450 version. Plastics have improved the ergonomics of the new pilot, so the bike is at home when sitting or standing. All normal KTM-isms are evident, KTM have become more than ever, but still KTM, which means it feels a little different from the unit and assembled with different-sized fasteners offered by Japan. One thing is certain, there is nothing in the KTM feels cheaply made, and everything is designed to be functional.

The hydraulic clutch uses a new type of membrane single spring, which is adjustable for preload. Light pulls and a feeling of progress are excellent. Despite the EPA compliance with the 350 is a strong, quick throttle response and fill in the still quiet exhaust note. Electric start fires the bike fairly quickly, but to be honest, the wheel will be faster when using the kicker.

Run the hard disk 350 through the gears and you'll feel a little disappointed at first. There is no low-end hit and no wave of raw power. The 350XCF-W power range has a flat and featureless that keeps revving long after a 450 would have signed. Go back to back against KTM250XCF-W and it is apparently the 350 will have much more power at all points, but never enough to be scary, if not all exciting. As we climbed a lot of listening 250F motocross pulling harder, we knew from experience that performance range as the 350-worker, it would be a great enduro bike race.

Here are some random notes from our test run in the National Enduro Inyan Kara:

The KTM-350XCF-W is a fantastic traction, thanks to the incredibly smooth power band. The power delivery is confident, and you always know what will happen without any surprise.

-Speeding! This bike will scream (the rev limiter is set at 12 000 rpm) to keep the effort out of second place in the forest. Not much more low-end torque, but has a good hook on the top of the power curve where it begins to breathe harder! It also prevents revolutions in the sense of second-second speed Cappy tap-third. We would like to test the close-ratio version of XCF!

 

-Even if you do not need the clutch 350 times to make a 250F or a two-time, lack of low range clutch shot requires a little zap in the corners and obstacles that surprise jumped more than 450 in one motion accelerator.

-The stability is excellent. We never thought we could say that in a KTM, but this bike is solid at speed. We also had to hum the tune of more than 80 mph in sixth a few times over the desert like streaks transfer Inyan Kara.

-The brakes are more than excellent. They do not fade and are very strong and progressive. We have a chronic trawling and MTI are overheated rear brake before the rear brakes to the point of the wheel does not rotate. This is certainly not the case for a new 350, which has never been any sign of the problem of the rear brake at all. For the record, there is very little engine braking, at least compared to 450

-350 Does not feel as heavy as 450, and in fact, he simply turns and 250 in the woods. This is a tough race all day in cycling.

Electric-fights start if you happen to stall the bike, when it's really hot when a lot of elbow before the engine finally fires again. We have noticed this with other brands EFI "green label" four times and, so perhaps it is too lean air / fuel setting that causes this. In any case, the bike does not stall easily, and has never stopped, farted, barfed or anything, but well managed.

 

-The coupling can be a bit too light a few times when running wide open up a gear under a heavy load, we felt it slip a little. A rigid set preload on the clutch diaphragm spring may help.

-Fork is great. We never had the desire to even touch clicker. It 'been a great small-bump compliance, and can still absorb the greatest hits and even some of the sudden jump in the face without problems.

 

-Rear suspension is a bit 'better than previous systems, the PDS, but the wheel still wallowing through a fast sandy berms and whoops, and blew for traveling at high speed G-outs, sometimes to the point of us nervous. When we set to suck the stuff, kicking the back of roots and small logs. We slowed the rebound and compression increased, which helped a little, 'and later to treat severe than a trail of garbage. We could have probably a better choice if we had had more time to try, but you have to wonder why not just use a circuit KTM shock as they have done motocross version.

 

So how did we do on the 350 Inyan Kara? Fourth in class! Would we make it work again? Absolutely! The bike was sweet to drive, but had enough beans to open lines without ever being disturbed. It seemed easy enough, was strong and well managed. With the rear suspension more time setting, we believe it would be better managed.

If this would be our own equipment, we had to take the KTM suspension expert to create a shock to us. The KTM dealer can change the EFI closed-course racing, and we were in it and add a tube less restrictive to give the area a bit 'more power immediately. Raise the clutch spring tension, increase the tooth rear sprocket or two to overcome the second-third shift gaps, increase the skid plate and radiator guards and go racing! We also use it in motion; 350XCF-W would be a good Vet-class motocross bike, especially on uneven and slippery slopes.

 

So who should buy this bike? Well, we, for starters. If you are a runner and a 450 is just too big and aggressive, you'll love the 350th It can not help but be more reliable than 250F swollen and I just want to hang with the 450S in the open tips . The forest is fantastic, the roads and tighter gnarlier best. The 350XCF-W would be fun to play Hardcore bike too. We love him, but if you want, you'd better wait in line behind us!