Ryan Nitzen | June 12, 2023
For the 2023 model year, KTM completely revamped its cross-country and motocross lineups, but the “W” range was left out. But not anymore. As expected, many of those changes the XC and SX models saw have now made it to the enduro models. As a result, 2024 XC-W and XCF-Ws get all the attention with a major redesign.
Alphabet Soup
Like so many other bikes on the market, the letters that distinguish KTM’s off-road models can get confusing. SX, SX-F, XC, XC-F, XC-W, XCF-W, EXC-F and so on. The XC-W and XCF-W lineup is KTM’s competition enduro models. If you’re riding hard enduro, special tests, or anything ultra-tight and technical, these are the bikes you should check out. The XC-W’s are the weapon of choice for hard-enduro champions like Mani Lettenbichler and Trystan Hart. With the racing-inspired SX (motocross) and XC (cross-country) models being close variations of each other, the XC-W is much different. Think of it as a smoother offering that bridges the gap between the XC and the EXC-F (dual sport).
The 2024 KTM 300 XC-W arrives with TBI fuel injection and pretty much all-new everything.
What’s New
So what’s new on the XC-W models? Well, just about everything. KTM says the bike is 95% new from the previous W generation, which you’ll remember as the TPI bikes for the two-stroke machines. So let’s start there. The new XC-W engine has gone away from the TPI (Transfer Port Injection) for the new TBI (Throttle Body Injection) technology, the same technology was guinea-pigged on the ’23 SX and XC two-stroke bikes. Two maps, smooth and aggressive, come standard on the XC-W like the SX and XC models. The new W two-strokes retain an onboard oil tank, eliminating the need to mix gas. You still fill oil just above the standard gas cap just like you do with the TPI bikes. This is handy because you can share gas with your four-stroke buddies or fill up at a gas station without having to carry oil.
KTM’s only four-stroke XCF-W model is the 450. It’s powered by a similar engine to its 450 XC-F and SX-F cousins, but the W puts out less horsepower, 57 versus 63. It has a six-speed transmission versus the XC-F’s five-speed. The XCF-W has a selectable map switch and can accept traction control and quickshift, which are available separately as a KTM Power Parts accessory.
The frame is also all-new. KTM removed the “backbone” from the shock tower to the head tube and designed the frame to transfer energy down through the pegs rather than up into the bars. All the frames share a similar design, but the 150 has its own specific frame; the 250 and 300 share the same frame, and all the four-strokes (including the new XW-F “green sticker” models) ride on the same chassis.
The 300 XC-W was already ideal for slicing through tight, wooded trails. Now, it’s even better.
New for 2024 is the 48mm WP Xact closed-cartridge fork. It replaces the previous open-cartridge Xplor fork, which had compression dampening on the left leg and rebound adjustment on the right. The updated fork on the 2024 model offers compression and rebound on each stick with welcomed WP finger adjusters. The shock is new, too, but retains the W’s linkless PDS system. Without a rear linkage, the XC-W gains more than half an inch of ground clearance over its XC cousin. The new shock keeps the previous Xplor name but gets a new body and settings to keep up with the new frame and fork. Toolless adjusters for both compression and rebound are another much-approved feature.
Enduro riders will also welcome a 300 percent brighter LED headlight and a new Off-Road Control Unit (OCU). The OCU sits under the seat and replaces all the fuses and relays in a convenient package with red or green lights that indicate the status of each output.
The exhaust power valve is also electronic now.
Take It For A Spin
KTM invited Cycle News to Ohio to sample all the 2024 W models on the same course as the John Penton GNCC held a few days before our arrival. For now, we will focus on just one model, the 300 XC-W two-stroke. I’ve been riding several 300cc two-strokes lately, so I figured this would be a good place to start.
Right away, the 300 feels comfortable. I’ve spent a lot of time lately on the new KTM chassis, two- and four-stroke, and find this one to be a pleasant and neutral platform. The seat is more defined and less round or vague than the previous generation. The bodywork is nice and slim, too.
I fired up the 300 XC-W and was eager to put it to the test in the tacky, wooded conditions. I’ve never been a fan of the TPI engines. To me, they always feel like a carbed two-stroke that always needs to be cleared out; you know, holding the throttle wide open. But when you do, it only pings and doesn’t deliver that snappy response you get from a well-tuned carb bike.
New for 2024 is a closed-cartridge WP Xact fork.
You can now adjust the PDS shock without a tool.
I’ve raced the TBI 300 XC and am also familiar with the 300 SX. Right away, the new XC-W runs much better than the previous TPI bike and feels a lot like the latest-generation SXs and XCs. It might not deliver as much raw power as 300cc SX or XC (57 horsepower versus 49), but the responsiveness is largely increased from the former TPI engine. It’s not a wide-open racing machine, but the roll-on is snappy, and the mid-to-top pull is on par with what I expect from a 300cc motor. And the first and second-gear torque is crazy usable. It sounds crisp as you click through the gears, and the power doesn’t fizzle out compared to comparable TPI bikes I’ve ridden. You can tell the ’24 has some racing legs under her. It’s a quick, agile feeling bike, just veiled in a velvety smooth package that you can ride all day.
Our tight woods route was made up mainly of the GNCC racecourse, which offered some punchy uphills and a handful of areas where the 300 could stretch its legs. After a few laps on the ultra-linear standard (white) map, I bumped it into the aggressive mode (green). Each map has specific settings for the bike’s electronic power valve and cues it on when to open and how quickly. What I like about the XC-W is its ability to do it all. On the faster sections, the “open-class” power was reminiscent of the 300 XC, but it continued to shine in the ultra-tight stuff, where enduro riders will be thankful. It’s a nice blend between the SX version of the TBI and the smoothness of the TPI. The old bike could zip through the trees nicely but not with the same pizazz as the ’24.
KTM contemplated switching to premix with the new XC-Ws, but we’re glad they stuck with oil injection.
The other big talking point here is the fork. The new Xact setup is a closed-cartridge oil and spring system rather than an open one found on the previous Xplor fork. The techs from WP said the simplistic open-cartridge design allowed the fork oil to bubble and foam up under harsh conditions, resulting in an inconsistent feel at the front end. The new closed-cartridge system eliminates this problem.
The new fork, indeed, feels more predictable. It’s plush up top and eats up the little bumps and roots while holding up nicely in the mid-stroke. Overall consistency and predictability are my real takeaways here. The Xact fork feels like a cushy KYB fork from top to mid. Coming off a moto bike makes these settings feel squishy, but the softer nature makes it easy to preload the suspension and get it to work with you as you finesse the bike around a tight corner. A hydro-stop in the final 2.5 inches helps with bottoming resistance. The toolless adjusters on the fork and shock are also a godsend when making trailside adjustments.
The XC-W might be more at home in the woods, but it’s quite happy when things open up, and the jumps get bigger.
KTM XCW Sampler Plate
I managed to throw a leg over all the Ws during my short visit to Ohio, but I am impressed with them all. The 150 is like lightning in a bottle. It’s a small package with a big punch. I never think of a 150 as the ultimate woods bike, but it’s terrific in the woods and climbs just about anything. It weighs 15 pounds less than the 450 and still packs an impressive torquey punch that will make you smile.
The XC-W 250 is sometimes hard to distinguish from the 300. They are very similar, but the 300 does get the upper hand in low-end torque and mid-to-top-end pull. Otherwise, the 250 is just as much fun to ride.
Finally, the 450 XCF-W. The only four-stroke in the XCF-W lineup is one I could’ve ridden all day. The tamer 450cc engine rolled on like a smooth cup of coffee and felt ultra-controllable in every condition I encountered. Yes, it feels heavier after climbing off the two-strokes (KTM says it’s approximately seven pounds heftier than the 300), but the plush suspension and velvety smooth engine inspire confidence on the trail. CN
VIDEO | 2024 KTM XCWs – First Rides
KTM XCWs
2024 KTM 300 XC-W Specifications
| MSRP: |
$11,449 |
| Engine Type |
2-stroke, single |
| Displacement |
293.15cc |
| Bore x Stroke |
72 x 72mm |
| Cooling System: |
Liquid |
| Starting System |
Electric |
| Fueling |
Fuel Injection with 39mm Keihin throttle body |
| Transmission |
6-speed, w/ hydraulic DDS Brembo clutch |
| Final Drive: |
13:45 |
| Frame |
Steel central tube, double cradle |
| Subframe |
Polyamide, reinforced aluminum |
| Front Suspension |
WP Xact 48mm, closed cartridge |
| Rear Suspension |
WP Xplor Monoshock with linkage |
| Front-Wheel Travel: |
11.8 in. |
| Rear-Wheel Travel: |
12.2 in. |
| Front Wheel |
21 in. |
| Rear Wheel |
18 in. |
| Front Tire |
Dunlop Geomax MX-33F |
| Rear Tire |
Dunlop Geomax AT81 |
| Front Brake |
Brembo 260mm |
| Rear Brake |
Single 220mm, Brembo caliper |
| Steering Head Angle |
26.1 degrees |
| Wheelbase: |
58.6 in. |
| Ground Clearance: |
14.7 in. |
| Seat Height: |
37.9 in. |
| Fuel Capacity |
2.37 gal. |
| Weight (no fuel, claimed) |
230.6 lbs. |
