![]() ![]() It has a balancer shaft that reduces vibration at the engine a 6-speed, semi-close transmission (different from the wider-ratio XC-W) and KTM’s DDS clutch that uses a diaphragm spring mated to Brembo hydraulic actuation, making for a very light pull and superb feel at the clutch. The result is good atomization of the fuel, fewer emissions via more efficient fuel combustion and better fuel economy. The cylinder on the 300XC is power-valved and uses EFI (two domes house injectors that supply fuel into the transfer ports). Here’s a look at the skeleton of the machine. The 2021 KTM 300XC TPI is a cleaved-to-the-bone, off-road weapon equipped with every technological performance gain KTM has in its little black book. KTM limited the TPI and oil injection to the XC-W (enduro) line, going with carbureted engines on the XC bikes until KTM introduced the cross-country line to TPI in 2020. There were a few bugs to work out, as the machines had spotty ECU mapping that ran both lean and rich, but by 2019 many of these “unique” traits had been dealt with. TPI technology provided clean power that was smooth, tractable and usable. KTM introduced Transfer Port Injection in 2018 on the 250XC-W machines. The side stand is excellent and the exhaust note is acceptable, though it lacks a spark arrestor. It is lean, electric start only, is oil-injected, and runs clean and hard. The 300XC uses linkage, the WP fork is the Xact Air, the tires are Dunlop and the strong braking systems are Brembo. The new 2021 300XC TPI is a direct result of pursuing perfection in a machine that has an appetite for a broad range of off-road meals. KTM has never waned in its passion to pursue new technology and to back its commitment with a racing program that gives its equipment incredible credibility. KTM can take a big chunk of the credit for the healthy state of the two-stroke world.
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