Ktm 400 Lc4
CYCLE WORLD TEST
KTM 400 LC4
IN-BETWEEN BOOMER
IN THE PAST FEW YEARS, KTM HAS taken pride in building odd-sized dirtbikes. The firm’s 540 and 550 Open-class two-strokes pushed the limits of the class, while a 300 was developed to satisfy those on the other side of the spectrum. With the release of the 1993 400 LC4 four-stroke, KTM once again has taken a chance on a bike without a class.
The 400 was built to fill a hole in today's fourstroke dirt market. The idea here is to pack a little more punch than a 350 delivers, but maintain the slick and nimble handling of a smaller bike. This turns out to be a game of compromises.
Essentially, this is the same bike as the KTM 600 LC4. The only significant differences are in the crank assemblies and the shortening of the cylinder by 20mm. The heads, cases, transmissions and even the pistons are identical. The chassis is also shared with the 600. These bikes are so
similar that the 400 weighs just a pound less than its bigger brother.
As with all compromises, there are sacrifices involved with the LC4. Clearly, going to a 400cc motor did not produce a substantial weight difference, one of the targets of having a smaller bike. On the other hand, the 200cc-smaller engine is one of the easiest-starting Thumpers to date. Generally, starting is a one-kick affair unless you bump into the compression stroke. Then all it takes is a pull on the manual compression release to pass top dead center.
The 400 motor revs quickly, thanks to a light flywheel feel for an engine of this size. But that doesn’t mean the LC4 needs to be coaxed away from a standstill: As soon as the carb slide is lifted, the engine resists bogging belter than any 350cc four-stroke currently available. The power builds from there in a very linear fashion w ith no flat spots, but performance is best when the revs are high.
Shifting is slightly notchy, with a determined nudge at the lever required for clean upshift. On the plus side, the LC4’s gearbox can be shifted with the throttle on or off; the feel just isn’t silky smooth.
The White Power fork has external compression and rebound adjusters, and works well in most conditions. On big whoops, the fork bottoms, but this is acceptable considering its excellent action on the small stuff. Our only real complaint is that there seems to be a lot of stiction between the seals and the slider. This affects the fork on sharp hits, where too much shock is transferred to the rider before the impact is absorbed. Adding a little seal grease under the dust covers makes a noticeable difference.
In the rear, a White Power shock provides a claimed 13.3 inches of travel, with commendable action in a variety of conditions. With its compressionand rebound-damping adjusters, the shock can be set up for anything from grand prix to tight enduros to high-speed desert work. A minor bother was that we couldn’t correctly set the rear sack for our 160-pound Expert tester until the shock spring was well broken in.
In the handling department, the KTM is only average. The bike gets nervous at high speeds, with a little headshaking evident when the throttle is chopped. In turns, the LC4 is a little sluggish, not wanting to grab an inside line. Part of this could be connected to the stiction in the fork, which makes the front end ride a bit high.
The seat and riding position are comfortable, even during 150-mile trail rides, though the KTM takes some getting used to. Initially, the bike seems to have a high tail section. Built with a larger rider in mind, the 400 has a tallish seat height, and controls that fit bigger hands and feet. Some of our shorter testers experienced difficulty in touching the ground when stopped, and looked awkward trying to start the bike (the left-side kickstarter only confused the situation). Footpeg position is fine and quite narrow for a fourstroke. Vibration is hardly noticeable and the cush-drive rear hub dampens the motor’s surge even more. A quality O-ring chain needed only one adjustment during our test, though we learned to keep a close eye on the sprocket bolts. During a grand prix one of the bolts backed out, resulting in a broken chain guide.
One component that needs a serious rethink is the odometer cable. Most enduro bikes’ odo cables will last thousands of miles with no problems, but we sucked two into the KTM’s front wheel within 200 miles. The cable is too long and very flimsy, allowing the tire’s knobs to grab it.
Another compromise is the fuel tank. It is commendably narrow, but with that slimness comes low fuel capacity. Holding just 2.1 gallons, the 400 can barely squeeze out 50 miles of hard riding. Reserve will get you 4 miles at best, not much warning to head for the truck. KTM offers a 4-gallon tank as an option; that should boost the 400’s range up to a more realistic 100 miles.
At least the bike isn’t picky about the type of gas it ingests. From 87-octane regular to race gas, it never detonated. Carb jetting was near-perfect, especially after the pilot jet was richened from a 45 to a 55, which further helped starting. KTM says that all bikes delivered to dealers will already have this done.
While the new 400, with its in-between engine size and 600-class weight, may confuse racers, most off-road riders will have a blast on it. Fire-roading is great fun on the KTM. It has the ability to spin the tire when desired, with the right power spread to keep maximum control. In a flat-out drag race the bike is dead-even with Kawasaki’s KLX650R, and just a hair faster on top. Compared to a Husky 610, it is about 10 bikelengths slower at the end of a quarter-mile straightaway-not bad considering its 210cc deficit.
The best thing about this size motor compared to a 610 is its less brutal power delivery. This translates directly into ridability. At 270 pounds dry, the 400 is no lightweight, but it feels 20 pounds lighter on the trail, a sensation aided by the rider not having to hang on to a bike that is trying to pull his arms out of their sockets with each surge of the piston. Traction is not hard to find with the KTM; even in the slickest conditions the 400 felt like it had an advantage. In loose rocky conditions, all that was needed was a little throttle control, and the bike torqued right through. And even in deep sand, the motor makes enough power to get up and go.
KTM is calling the LC4 a serious playbike. As far as we are concerned, the 400cc size seems to be right on the mark for that purpose. Yes, the bike would be better if it weighed less. Yes, with a retail price just $120 less than the KTM 600, choosing between the two bikes will be a tough showroom decision. For all but in-shape, Expert-class riders, the 400 is the better choice.
KTM
400 LC4
$5429
