The KTM 300 XC-W is the bike that won last year’s Roof of Africa in the hands of James Moore. Now, you might say that any bike in that guy’s hands could do the job, and you’d probably be right. Watching a rider of his calibre in the rocks is something special. But how does all that goodness translate to a normal weekend warrior?
It’s been a long time since we last swung a leg over a KTM dirtbike. It was worth the wait. Two almost-new TBI models were collected from KTM Headquarters, and we took them out for a solid week of riding.
In 2024, KTM’s XC-W range received a complete overhaul to bring it in line with the SX and XC models. This is KTM’s flagship enduro weapon — an enduro-focused bike equipped with lights, an electric starter (“happy button”), and everything else you’d expect from a machine of this pedigree.
But there’s a lot more to it. 2024 brought significant updates. The frame was redesigned with KTM’s new “anti-squat” layout, featuring an isolated shock tower, revised geometry, and improved flex characteristics. It’s noticeably narrower than the previous TPI version.
The subframe is now a two-piece design, with an aluminium lower section paired with an injection-moulded polyamide upper. The swingarm was updated with a 22 mm rear axle, while the forged triple clamps received new bar mounts and NEKEN handlebars.
Suspension updates include WP XACT Closed-Cartridge spring forks (the same units used on the XC race bikes). The PDS shock received a new main piston, improved bearing seals, and revised lengths to suit the new chassis. Best of all, all clickers can now be adjusted by hand — no tools required.
Then there’s the “new” engine. Transfer Port Injection (TPI) is now old news. Throttle Body Injection (TBI) has been introduced across KTM’s full-size two-stroke range. Fed by a Keihin 39 mm throttle body, the engine features an electronic power valve that is continuously optimised according to RPM and throttle position. The XC-W retains a counterbalanced engine and a six-speed wide-ratio gearbox.
Why are we telling you all this?
One of our riders owns and races a late-model TPI, so it was useful to directly compare the two and feel the updates for ourselves.
Note: Apart from mousses, tyres, and fans, these bikes were stock as they would come from your KTM dealer. We would add some basic protection — radiator braces, an exhaust guard, and sturdier brush guards.
With that, our riders were pointed toward the trails and politely asked to take it easy to avoid any unnecessary damage.
Our first mission was a recce South of Johannesburg, hoping to explore some of the old trails we used to ride. Sadly, the routes were badly neglected and woefully overgrown, so we spent most of the day bundu-bashing. It wasn’t particularly enjoyable, but we were very impressed with the bikes. They felt light, well-sprung, and surprisingly docile when creeping through technical sections, trying not to high-side over hidden rocks or obstacles in the long grass.
Even though we were in slow, crawl mode for much of the time, there was no overheating or drama from the little two-strokes. Importantly, there was also virtually no buzzing or vibration.
We did manage to find a few faster two-spoor sections, and once again the bikes impressed. They idle along happily, and before you know it, you’re glancing at the speedo doing 50 km/h plus.
It’s seriously impressive how far two-stroke technology has come. In the old days it was all about explosive power bands and wheelie-prone insanity — an all-or-nothing experience.
Today’s bikes are all about calm, linear, go-anywhere tractability…
Until you crack the throttle wide open!
Weight advantage
There are massive advantages to a two-stroke’s weight — it’s one of the main reasons they dominate hard enduro. It’s not just on paper either. We have two modern four-strokes from the KTM stable in our fleet, and while they’re not heavy, the feel of the two-strokes is noticeably different.
It was quite difficult to pry these bikes from the hands of our two resident rock hoppers.
This is an excellent bike. Power delivery is smooth from the bottom all the way up. The Brembo hydraulic clutch is light, progressive, and offers excellent modulation. A quick blip brings the engine to life instantly when attacking step-ups. The six-speed wide-ratio gearbox feels perfectly suited — low enough in first and second for technical terrain, yet tall enough in the higher gears to blast across mealie fields in a blur.
The bike has a very lightweight, agile feel with good low-down torque and useful flywheel mass for rock hopping. However, it sheds that low-rev character and comes alive when you open it up into the higher revs.
At speed, it turns beautifully — nimble, precise, and deceptively fast.
Make no mistake: When you twist her ear, she hoists up her skirts and takes off!
We now fully understand why this bike is so popular. It’s deceptively fast on top, yet happily chugs along and eats rocks at very low RPMs without bogging or stalling. The roll-on power is clean and crisp.
“Better than my TPI,” says our resident racer, Malan Prinsloo. “The TPI’s bottom-end is stronger but more abrupt. The TBI doesn’t feel quite as punchy, but it’s far more controllable. This bike is narrower and feels better planted than my TPI. It finds traction everywhere. I also love the new suspension — it’s a huge improvement, and being able to adjust every clicker by hand with no tools is brilliant.”
There are no real surprises — and that’s actually a compliment.
If we had to criticise this bike, it would be to say that KTM has built something almost too predictable. It does exactly what it’s supposed to do, with no fuss. It’s calm, smooth, planted, and makes excellent traction.
It’s seriously quick when you want it to be, and here’s a big one for us…
KTM finally upgraded the sidestand.
It’s much stronger. About time!
Is there anything else you need?
At the moment if you buy any 2026 KTM 300, KTM will throw in your entry fee to this years Roof Of Africa.
