KTM Releases New Generation XC 2019 Models

All XC models feature new high-tech and lightweight chrome-moly steel frames in various profiles patterned after the SX design, including hydro-formed elements produced by WP Performance Systems with state-of-the-art robots. They have the proven geometries as before, but due to a redesign in several areas, they feature an optimized stiffness (longitudinal + 2%, torsional + 10%) compared to the predecessor versions, which provides better feedback to the rider, more precise handling, and improved stability without compromising comfort. The laterally attached engine head stays (the connection between cylinder/head and frame) are now made in aluminum for all models (new for 250 XC and 300 XC) and contribute to precise cornering and a reduced vibration level. Newly designed frame guards feature a structured surface improving the grip, and the right one also serves as heat protector for the muffler. On the four-stroke frames, three new brackets in the lower part of the frame allow the fixation of an optional composite skid plate offered in Power Parts. In the 250 and 300 XC frame, the engine is raised by 1° around the swingarm pivot, improving the handling and the grip of the front wheel. All XC models come with a tucked-in frame mounted side stand.

The subframe is made of extra-light and stable aluminum profiles, which weighs less than 900g. For better rear fender stability, it is 40 mm longer than before.

All models are fitted with a reworked cast aluminum swingarm featuring a longer slot for the rear axle. This allows the adjustment of the rear wheel in a position up to 5 mm further back, which gives the rider the option of gaining more straight line stability for fast tracks and whoops. The single-component casting process offers low weight and a perfect flex behavior.

All factory riders were involved in shaping the new bodywork of the XC models together with the specialists from KTM R&D and Kiska Design. The results are all-new plastics that provide perfect ergonomics and contact points for the rider, maximum freedom of movement, and improved handling. In addition, the I-beam design for the front and rear fenders are prime examples of an intelligent design, which guarantees maximum stability at lowest weight through a well-thought-out structure and mounting.

A newly shaped seat provides improved ergonomics and better seat comfort. Due to newly developed silicone strips, the seat cover provides better feel and grip. The fixation of the seat with one long, lateral screw is safe and easy to remove and install.

The new airbox has been completely reworked, ensuring better airflow towards the engine for optimal performance and throttle response. In addition, the new design offers maximum protection of the air filter against soiling. Together with new intake snorkels (except for 125/150cc), this leads to further improved engine performance. The large Twin Air air filter is mounted on a stiff cage, which provides the fixation of the system at the same time. The simple design also minimizes incorrect installation of the filter and cage. The filter can be changed without tools in seconds—a standard, original feature by KTM.

All models of the XC range are fitted with newly designed lightweight polyethylene tanks, improving the ergonomics with a capacity of approx. 2.4 gallons of fuel for the four-stroke XC-Fs and 2.65 gallons for the two-stroke XC bikes. The filler cap features a one-fourth-turn bayonet mechanism with an orange quick-release button for extra-fast refueling. All fuel-injected models are fitted with an integrated fuel pump system and an additional fuel level sensor, which indicates low fuel level via a warning light.

The engineers put a lot of effort into developing completely reworked exhaust systems for all models. When it comes to improved power delivery and performance of the new bikes, the new exhausts plays a key role, and they are hard to beat by any accessory exhaust systems. In addition, they provide the slimmer ergonomics while being safely within the noise limits for racing.

The four-strokes are fitted with new, model-specific header pipes showing a further advanced resonator version called FDH (Flow Design Header), which is a small chamber around the pipe. This is a unique standard feature that is well-integrated into the pipe, making the front part of the exhaust slimmer and providing better engine performance and reduced noise.

The two-strokes shine with new exhaust pipes made by WP in an innovative 3D process which further improve the performance. The 250/300 XC pipe features reduced width and more ground clearance, and due to the new shape, it is stronger against hits and deformation. In terms of performance, it allows a higher over-rev of the engine, giving the 250 XC and 300 XC even livelier engine characteristics.

All models are fitted with new silencers featuring reworked internal designs individually developed for each model. The plastic holder of the two-strokes mufflers is now replaced by lightweight, welded mounting brackets. In addition new perforated inner tubes work together with a new and lighter silencer packing for more efficient and more durable noise reduction. Weight reduction approx. 300g.

The four-stroke mufflers feature a new profile of the aluminum sleeve and a new end cap, as well as a reworked internal design. A longer connecting pipe of the muffler moves the split between header pipe and muffler further in front. This improves the user-friendliness because the exhaust system can now be disassembled without removing the shock absorber before and allows better access to the shock.

All XC models are equipped with a tapered handlebar made of high-strength aluminum by NEKEN, which is fixed in rubber damped handlebar mountings allowing the handlebar to be mounted in two different positions. All models are all fitted with ODI volcanized grips on the right side, while on the left side of the bar, a comfortable ODI lock-on grip is mounted, which does not require any wire or glue to be fixed. All XC models come standard with hand protectors. A reworked bar pad featuring a newly designed cover can be fixed easier to the handlebar.

All four-stroke models are equipped with a multi-functional handlebar map switch, which features various functions:

The Traction Control is a unique feature. With its new setting, it guarantees even more efficient traction and better control of the bike when accelerating, especially on wet tracks. It can be activated by the handlebar map switch during riding. With a simple push of the two buttons at idle speed, the rider can also activate the Launch Control, which provides more efficient starts out of the gate by reducing the maximum engine speed for the very first moment of the start to give better control. Thanks to a reworked setup, the Launch Control now benefits automatically from the Traction Control during acceleration in order to reduce wheel spin for maximal possible traction. The EFI control lamp mounted on the upper triple clamps indicates when the function is active. In addition, the map switch gives the rider the chance to select an alternative, more powerful map beside the standard configuration.

The KTM wheels use lightweight, CNC-machined hubs and high-end Giant rims, guaranteeing maximum stability at minimum weight. Eighteen-inch rear wheels on all XC models. The wheels are fitted with the latest off-road tires from Dunlop.

All XC-F engines are fitted with the proven electric starter—a unique KTM feature and a major benefit at all levels of motocross racing. A new and more capable, super-lightweight 2 Ah lithium-ion starter battery provides even quicker starting of the engine, especially in cold weather conditions, and contributes to the low vehicle weight. A reworked packaging of the voltage regulator and condenser concentrate the electrical components in a common area below the seat and make the entire system even more reliable.

New modern graphics highlight the new generation of cutting-edge KTM bikes. Still feature in-mold design.

All models feature newly designed radiators made by WP Performance Systems, which are mounted 12mm lower than the predecessors. This lowers the center of gravity, and in conjunction with a new radiator shape, they match perfectly with the design of the new spoilers to make the bike narrower and have it be easier to get forward on the bike. Thanks to CFD-calculated liquid circulation and air ventilation, the entire system was improved. Also, a reworked coolant tube integrated in the frame triangle features a 4 mm-larger center tube, increasing the cross section by 57 percent. This makes the coolant flow from the cylinder head to the radiators more efficiently. A sophisticated design of the new radiator guards integrated in the front part of the spoilers provides efficient protection for the new radiators in case of crashes.

High-tech Brembo brakes have always been standard equipment on KTM off-road bikes, and are combined with lightweight Wave discs.

The DDC monoshock, made by WP Performance Systems, has been developed in conjunction with the entire frame and swingarm architecture, including the linkage system and the AER 48 forks. An updated main piston and new settings provide improved damping characteristics and match perfectly the reworked front fork setup. Fully adjustable, including high- and low-speed compression, and you can set the shock to any off-road conditions and riders preferences.

All models are fitted with the super-lightweight WP AER 48 front fork, a 48 mm USD air-sprung fork developed by WP Performance Systems in close collaboration with KTM. It is a split fork with separate functions for each fork leg. That means damping functions are on the right side, whereas the air spring is in the left. The left leg features a two-chamber system with a capsuled air cartridge to prevent loss of air pressure, e.g., spring force. That means in case of a leaking outer seal, the internal cartridge pressure keeps the bike in position. The air spring is easy to adjust to any rider weight via a single air valve. No special tools are required, the air pump supplied with the bike is enough. The right fork leg integrates a damping cartridge to fit single damping leg requirements. Damping can be adjusted to the riding conditions and the rider's preferences (compression from top, rebound from bottom, 30 clicks each).

Top quality, CNC-machined triple clamps have been something of a KTM trademark for years. The new models feature reworked and stiffer upper triple clamps (22 mm offset for all models) which feature an improved stiffness adapted to the reworked frame stiffness and the flex characteristics of the latest fork in order to improve the both handling and stability. The rubber-damped handlebar fixation reduces the vibration level and allows to fix the handlebar in two positions. In addition, an hour meter is fitted at the upper triple clamp in order to keep the rider informed on when maintenance should be performed.

One target of the KTM engineers when developing the new SX and XC models was a further weight reduction compared to the previous generation. The result is that the current SX models set a clear benchmark again—they are by far the lightest bikes in the competition.

KTM continues the powerhouse revolution with its range of world-beating four-stroke engines. The sheer power, rideabilitym and performance of the KTM four-stroke bike makes it difficult to beat in all classes. For MY 2019, all models feature reworked engines and set a new benchmark again when it comes to performance, power delivery and rideability.

The 250 XC-F engine is based on the new generation 250 SX-F, and with updates on valve timing, exhaust, airbox, and EMS, the entire power pack produces even more torque and power across the entire rpm range (up to 14,000 rpm). Its compact architecture contributes to an excellent mass centralization. This supports the easy rideability of the bike with a low weight of only 57 lbs, including the incredibly beneficial electric starter.

The centerpiece of the compact DOHC (double overhead camshaft) engine is the cutting-edge cylinder head. It features two overhead camshafts, which activate the titanium valves (intake 32.5 mm, exhaust 26.5 mm) via super-light finger followers with a hard DLC coating. The exhaust cam shaft features a new timing for improved power delivery.

In the short cylinder that has a bore of 78 mm works a lightweight, forged bridged box-type piston made by CP. It features a unique piston crown shape adapted to the combustion chamber and stands out with its extra rigid structure, combined with a low weight. The compression ratio is at 14.4:1. Thanks to the low oscillating masses, the engine displays extremely lively characteristics.

The 250 XC-Fs have a rigid crankshaft, which features a connecting rod with a plain big end bearing featuring two force-fitted bearing shells running directly on the crank pin. This design is a major prerequisite for the extremely high engine speed levels and the unrivaled maximum power of the 250cc engine. Not only that, it enhances the engine's durability and allows long crankshaft service intervals, which is a huge customer benefit in relation to time, effort, and cost.

In order to balance the mass-forces, the 250 SX-F engine uses a multifunctional counterbalance shaft, which drives the water pump and timing chain at the same time.

The 250 SX-F is fitted with a unique electric starter as standard, which is well-known as a clear advantage when it comes to crunch time in the heat of battle. A strong starter motor made by Mitsuba and the proven starter drive guarantees efficient and reliable starting.

The design of the die-cast engine cases allow for minimal weight and a very centralized shaft configuration. This makes the engine very short and compact, while contributing to an efficient centralization of masses. The engine covers feature a surface structure, which reduce wear caused by a rider's boots.

A newly developed DS (diaphragm steel) clutch features a one-piece clutch basket combined with the primary gear made of high-strength billet steel. It guarantees unbeatable reliability and contributes to the narrow engine size due to its compact rivet-less design. It is fitted with extremely heat-resistant steel carrier friction discs, which ensure a good disengagement of the clutch. These are pre-tensioned by means of a diaphragm spring, substantially reducing the operating force required to pull the clutch. The Brembo hydraulic system provides easy and precise modulation.

The 250 XC-F uses a new six-speed transmission made by Pankl Racing Systems, ensuring the highest durability and reliability level. There was no need to change the gear ratios that are perfectly matched to the power delivery. An advanced "No Dirt" gear lever design prevents dirt from blocking the joint of the lever and guarantees safe activation of the transmission. All four-stroke engines are fitted with a gear sensor, giving the option of different engine characteristics for each gear.

The state-of-the-art Keihin Engine Management System with electronic fuel injection features a new 44 mm throttle body, which provides a spontaneous response and maximum performance thanks to its unique injector position. This guarantees excellent atomization of the fuel with the air on its way to the combustion chamber. In addition, there are separate systems for cold start and idle adjustment. A reworked throttle cable mount allows for smoother routing of the cables and better access, and an improved seal on the MAP sensor (Manifold Absolute Pressure) makes the system even more reliable.

The ECU features new maps adapted to the new exhaust and cylinder head, and it regulates the unique traction and launch control. In addition, it provides different maps for optimal power characteristics for each gear according to the information received by the gear sensor.

The success story of the 350 XC-F is certainly unrivaled. It has been the bike KTM Factory FMF offroad rider Kailub Russell used to dominate the GNCC series. Over the years and again for 2019, the 350 XC-F has gained a lot of performance and torque providing almost as much power as a 450, but with the agility of a 250—so the basic idea is easily summarized and has been a concept with success from the start.

The engine of the 350 XC-F features a compact and very light (58.6 lbs) construction. Featuring a new clutch, improved transmission and a re-designed and lighter DOHC cylinder head the engine is stronger than ever before. Lightweight titanium valves and DLC-coated finger followers allow for lively but also very strong engine characteristics. Fitted with the latest electronic fuel injection system and electric starter, it has an even wider usable speed range, improved performance, and incredibly efficient rideability.

The 350 XC-F has a reworked cylinder head design featuring the same architecture as before, but it lost 200g of weight. The two overhead camshafts with a friction-optimized super-fine surface and finger followers with a DLC coating are taken over, as well as four lightweight titanium valves (intake 36.3 mm, exhaust 29.1 mm). The flow rate has been maximized for an optimal power band with outstanding performance across the entire range, which ends at an engine speed of 13,400 rpm.

In the short cylinder, with a bore of 88mm, is a forged bridged box-type piston made by CP. Its piston crown geometry is adapted perfectly to the high-compression combustion chamber and stands out with its extra rigid structure, combined with a low weight. The compression ratio is at 14:1. Thanks to the low-oscillating masses, the engine offers extremely lively characteristics.

The 350 crankshaft features a stiff design and utilizes a short connecting rod, contributing to the compact and light engine with a dynamic and efficient power delivery. A plain big end bearing features two force-fitted bearing shells run directly on the crank pin. This design is a major prerequisite for the extremely high engine speed levels and the unrivaled maximum power of the 350cc engine. Not only that, but it enhances the engine's durability, allowing long crankshaft service intervals—a customer benefit in respect of time, effort, and cost.

In order to balance the mass-forces, the 350 XC-F engine uses a multifunctional counterbalance shaft, which at the same time drives the water pump and timing chain.

The 350 XC-F is fitted with a unique electric starter as standard, which is well known as a clear advantage when it comes to crunch time in the heat of battle. A strong starter motor made by Mitsuba and the proven starter drive guarantees efficient and reliable starting.

A newly developed DS (diaphragm steel) clutch features a one-piece clutch basket combined with the primary gear made of high-strength billet steel. It guarantees unbeatable reliability and contributes to the narrow engine size due to its compact rivet-less design. It is fitted with extremely heat-resistant steel carrier friction discs which ensure a good disengagement of the clutch. These are pre-tensioned by means of a diaphragm spring, substantially reducing the operating force required to pull the clutch. The Brembo hydraulic system provides easy and precise modulation.

The 350 XC-F uses a new five-speed transmission made by Pankl Racing Systems to ensure the highest durability and reliability level. There was no need to change the gear ratios that are perfectly matched to the power delivery of the large displacement engine.

An advanced "No Dirt" gear lever design prevents dirt from blocking the joint of the lever and guarantees safe activation of the transmission.

All four-stroke engines are fitted with a gear sensor, giving the option of different engine characteristics for each gear.

The state-of-the-art Keihin Engine Management System, with electronic fuel injection, features a new 44mm throttle body, which provides a spontaneous response and maximum performance thanks to its unique injector position. This guarantees excellent atomization of the fuel with the air on its way to the combustion chamber. In addition, there are separate systems for cold start and idle adjustment. A reworked throttle cable mount allows for smoother routing of the cables and better access, and an improved seal of the MAP sensor (Manifold Absolute Pressure) makes the system even more reliable.

The ECU features new maps adapted to the new exhaust and cylinder head, and it regulates the unique traction and launch control. In addition, it provides different maps for optimal power characteristics for each gear according to the information received by the gear sensor.

The successful powerhouse of the 450 XC-F has been reworked and features even more compact dimensions, further reduced weight to 59.5 lbs and a more efficient performance throughout the rev range. Fitted with a newly designed, extremely compact single overhead camshaft cylinder head and the latest electronic fuel injection, it is distinguished by unrivaled power and a highly efficient power delivery. And last but not least, including the super-beneficial electric starter, this model is the lightest 450 engine on the MX market.

The 450 XC-F is fitted with a newly developed SOHC cylinder head, which is much more compact, 15mm lower and 500g lighter, improving the mass centralization. The gas flow through the newly shaped ports is controlled by a new overhead camshaft, which is now closer to the center of gravity and improves the handling. It features an improved cam surface and a shorter valve timing for better responsiveness. It activates four ultra-lightweight titanium valves (intake 40mm, exhaust 33mm) via extremely rigid rocker arms, which are DLC-coated on the intake side, allowing engine speeds of up to 11,500 rpm. New low-friction chain guides contribute to reduced friction. The new head configuration guarantees a more efficient power delivery and an unrivaled performance of the large displacement KTM engine.

In the short cylinder, featuring a bore of 95mm, is an extremely lightweight box-in-box-type piston that delivers a major contribution to the engine's low vibrations and engine-speed strength. The compression ratio is 12.75:1.

The 450 XC-Fs crankshaft is located in an ideal position close to the center of gravity contributing to an easy bike handling. It utilizes a short connecting rod, which contributes to an overall compact and light engine with a snappy power delivery, while a well-balanced inertia supports the traction and rideability. A plain big end bearing with two force-fitted bearing shells runs directly on the crank pin. The necessary oil feed for this bearing is ensured by the engine's pressure lubrication. This design is a decisive customer benefit in terms of the crankshaft service interval, which can be lengthened due to the plain bearing.

Like all KTM four-stroke motorcycles, the 450 SX-F is started with ease by pushing a button. Especially in the heat of a motocross battle, as demonstrated time and time again, an electric starter can become an invaluable advantage.

The 450 XC-F employs the KTM-developed DDS clutch (damped diaphragm steel) with a wear-free steel basket and extremely heat-resistant clutch plates. This design is distinguished by employing a diaphragm spring instead of the usual coil springs, which makes for a considerably easier clutch action. The diaphragm spring also leaves sufficient space for a damping system integrated into the clutch hub, which benefits for both traction and durability.

The hydraulic Brembo clutch mechanism offers light operation and highly controllable modulation of the clutch.

The 450 uses a new five-speed transmission, ensuring the highest durability and reliability level. There was no need to change the gear ratios that are perfectly matched to the power delivery of the large displacement engine.

An advanced "No Dirt" gear lever design prevents dirt from blocking the joint of the lever and guarantees safe activation of the transmission.

All four-stroke engines are fitted with a gear sensor giving the option of different engine characteristics for each gear.

The state-of-the-art Keihin Engine Management System, with electronic fuel injection, features a new 44mm throttle body, which provides a spontaneous response and maximum performance thanks to its unique injector position. This guarantees excellent atomization of the fuel with the air on its way to the combustion chamber. In addition, there are separate systems for cold start and idle adjustment. A reworked throttle cable mount allow for smoother routing of the cables and better access, and an improved seal of the MAP sensor (Manifold Absolute Pressure) makes the system even more reliable.

The ECU features new maps adapted to the new exhaust and cylinder head, and it regulates the unique traction and launch control. In addition, it provides different maps for optimal power characteristics for each gear according to the information received by the gear sensor.

KTM sets the benchmark in terms of two-stroke technology with its vast range of race-winning motocross bikes. While many manufacturers may have turned their back on the development of the lighter weight range, KTM's success in numerous off-road competitions with these motors, and especially for junior racing, is second to none. KTM provides a full-range of motorcycles with the intention of ensuring the junior can progress through the ranks with the same brand they are accustomed to from an early age. They are excellent alternatives for all those who search for an easy-to-ride off-road bike with an outstanding power-to-weight ratio and a less demanding technology compared to the four-strokes. For MY 2019, all models feature all new chassis and lot of detail improvements, making these bikes even faster than before.

With the 150 XC, the fun never ends. With all the agility of a 125 but the power and torque to take the fight to the 250cc four-strokes, this is a fun and lively bike for the two-stroke fan. The compact and lightweight engine producing class-leading torque and power is fitted in a completely reworked new chassis. With these developments, KTM offers an unbeatable and fast package that is certain to make the new 150 XCX the ultimate competitor off-road.

The engine of the 150 was developed with the latest know-how and state-of-the-art technology. The result is that it produces class-leading power all over the rev range, and it's the lightest and most compact engine in its class. The benefit for the rider will be reflected in faster lap times due to easy rideability and high performance. This motorcycle shares many of its key components with the class-leading 125 SX.

Within the heart of the 150cc engine is a compact cylinder that has a bore of 58mm and is fitted with a further improved power valve unit, including a sophisticated mechanism for the lateral support exhaust ports. A new layout of the exhaust port increases the engine performance. In addition, the upper contour of the exhaust port is machined now, which guaranties more accurate port timing. Together with a two-component cylinder head, this is the key for an outstanding performance over the entire range.

The lightweight die-cast engine cases feature a high crankshaft position located close to the center of gravity, which results in optimal mass centralization for best rideability. In addition, the engine body is extremely compact, and this contributes massively to the low engine weight. For MY19, the seat of kickstart intermediate gear has been reinforced for better reliability. Thanks to a new clutch, the new clutch cover is lower reducing the engine width by 10mm.

A newly developed DS (diaphragm steel) clutch features a one-piece clutch basket combined with the primary gear made of high-strength billet steel. It guarantees unbeatable reliability and allows a reduction of the engine width by 10mm due to its compact rivet-less design. It is fitted with extremely heat-resistant steel carrier friction discs, which ensure a good disengagement of the clutch. These are pre-tensioned by means of a diaphragm spring, substantially reducing the operating force required to pull the clutch. The Brembo hydraulic system provides easy and precise modulation.

The 38mm flat slide carburetor provides smooth and controllable power delivery and guarantees optimal performance over the entire range. A new carburetor setting is adapted to the new airbox and exhaust design.

The 150 SX is fitted with a new and robust 6-speed transmission which is now made by Pankl. The perfect gear ratios adapted to the 150cc power band are taken over from its predecessor, but with several improvements and reinforcements. Thanks to the newly built transmission production plant, the quality and reliability is at the highest level.

An advanced "No Dirt" gear lever design prevents dirt from blocking the joint of the lever, guaranteeing safe activation of the transmission.

The 150 XC is fitted with a new exhaust system featuring a newly designed exhaust pipe and the muffler. The pipe, produced by WP with the latest 3-D stamping technology, has an optimized shape, and in conjunction with the reworked internal design of the silencer, the power delivery and engine performance have been further improved. In addition, the plastic fixing system of the muffler is replaced by a welded aluminum bracket, reducing the weight of the muffler slightly.

The engine of the 250 and 300 XC is known to be the most powerful and most competitive two-stroke engine of the class. The new KTM engine features a cylinder with twin-valve controlled power valve, a counter balance shaft for low engine vibrations, a six-speed transmission, and a hydraulically operated DDS clutch. Thanks to refinements of the cylinder and exhaust, the 250cc power plant shines with outstanding performance and is the right choice for everybody who loves low purchasing and maintenance costs and the typical two-stroke sound.

The cylinder of the 250 SX with a bore of 66.4mm is fitted with a Twin Air power valve system which features a machined exhaust port for more precise function of the power valve improving the power delivery for MY19. The power characteristics can be changed within a few seconds, thanks to two supplied springs allowing optimal settings to different tracks and rider's preference. The lateral cylinder head brackets allow a more efficient fixation of the engine to the frame via two head stays reducing the vibration level, which are now made of aluminum instead of steel.

The engine is fitted with a five-speed semi close gearbox with the optimal gear ratios for any kind of riding. The so-called "No Dirt" gear lever design prevents dirt from blocking the joint of the lever, guaranteeing always safe activation of the transmission.

The engine is fitted with a lateral counterbalance shaft in order to reduce the vibration level. This lowers the stress level for the rider, making the ride more comfortable and enjoyable.

The engine features a reworked water pump casing in order to optimize the flow of the liquid for more efficient cooling.

The 250 SX employs the KTM-developed DDS clutch (damped diaphragm steel) with a wear-free steel basket and extremely heat resistant clutch plates. This design is distinguished by employing a diaphragm spring instead of the usual coil springs, which makes for a considerably easier clutch action. The diaphragm spring also leaves sufficient space for a damping system integrated into the clutch hub, which benefits both traction and durability.

The hydraulic Brembo clutch mechanism stands for light operation and highly controllable modulation of the clutch.

The 38mm flat slide carburetor provides smooth and controllable power delivery and guarantees optimal performance over the entire range. A new carburetor setting is adapted to the new airbox and exhaust design.

The 250 and 300 XC is fitted with a new exhaust system featuring a newly designed exhaust pipe and the muffler. The pipe produced with the latest WP 3-D stamping technology allows for more ground clearance and features reduced width, making the entire bike more compact. And in conjunction with the reworked internal design of the silencer, the power delivery and engine performance have been further improved. In addition, the plastic fixing system of the muffler is replaced by welded aluminum brackets reducing the weight of the muffler slightly.