300 EXC TPI
4-stroke rivals, beware: this tool might just be the sharpest in the shed. If you want torque by the bucket loads, a top-end to die for and a lightweight chassis ready to rise to any occasion, give this fuel-injected 300cc lightning bolt a go.
When it comes to optimal power-to-weight ratio and outstanding Enduro specific performance the new KTM 300 EXC TPI engine reigns supreme. It features an all-new TPI electronic fuel injection, which will set a new benchmark in the offroad competition 2-stroke segment. And thanks to its modern architecture including high-end features such as the well protected E-starter, a new cylinder with two injectors and power valve, a 6-speed Enduro transmission and a hydraulically operated DDS clutch, the KTM 300 EXC TPI machine will the best choice when the going gets real tough.
The new KTM 300 EXC TPI cylinder has a bore of 72mm and is fitted with the sophisticated power valve, which provides really smooth and controllable power characteristics. For the EFI application the new cylinder features two lateral domes that hold the fuel injectors supplying fuel into the rear transfer ports. The downstream injection guarantees excellent atomization of the fuel with the upstreaming air. Thus the loss of unburnt fuel is reduced for less emissions, a more efficient combustion and reduced fuel consumption. A little tube in the back of the cylinder is connected with an intake pressure sensor, which supplies pressure data to the control unit. Furthermore, it’s possible to change the bike’s mood in seconds thanks to two supplied power valve springs. Limitless settings for different tracks and preferences are up for grabs.
Pre-mixing 2-stroke fuel is a thing of the past for KTM EXC TPI owners. An electronic oil pump feeds oil from the oil tank via the throttle body into the engine intake, and ensures a perfect fuel-oil mix in all conditions and engine speeds. The system, which reduces up to 50% of the smoke from the exhaust system over previous models, is managed by the control unit based on the engine’s revs and load measured by the TPS (throttle position sensor). The oil capacity of approximately 0.7 liters is enough for 5-6 refills of fuel, giving you more time to ride, less time measuring things out.
For optimal mass centralization the lightweight die-cast crankcases hold the clutch shaft and the crankshaft in a high position close to the center of gravity. Which is nice if you care about sweet handling. In addition, it allows the implementation of a balancer shaft. So your ride will be as relaxed as it is rapid. Plus, your new favorite engine will keep looking as fresh as the day you bought it: the engine covers feature a smart surface structure that reduce the wear caused by the rider’s boots.
This 6-speed Enduro transmission features an Enduro-specific wide-ratio specification and provides precise and easy shifting. Keeping safety in mind, an advanced ´No Dirt´ gear shift lever design prevents muck from blocking the joint. Because even dirt lovers hate mud when it’s in the wrong places.
Say goodbye to numb feet and hands. This engine design allows the implementation of a lateral balancer shaft in order to keep the vibrations to a minimum. You know what that means: more comfort, less fatigue, bigger smiles.
The KTM 300 EXC TPI employs the KTM-developed DDS clutch (damped diaphragm steel) with a wear-free steel basket, extremely heat resistant clutch plates and new, nitrated steel liners. This clever design employs a diaphragm spring instead of the usual coil springs, making for considerably easier clutch action. A diaphragm spring also leaves sufficient space for a damping system to be integrated into the clutch hub. The goal is traction, but durability is as well. Light operation and telepathic amounts of control are standard with this hydraulic Brembo actuated clutch.
The TPI engine is fitted with a newly developed throttle body made by Dell`Orto. It features a diameter of 39mm. The airflow is regulated by a butterfly connected with a twin-cable throttle cam, which is operated by a new handlebar throttle assembly. A throttle position sensor provides airflow data to the control unit, while a bypass screw allows the regulation of the idle speed. The cold start device also opens a bypass supplying more air. Via an oil intake tube oil supplied from the oil pump is mixed with the incoming air to lubricate crankshaft bearings and cylinder/piston etc.
This nickel-plated pipe is produced by WP Performance Systems. It is taken over from the carburetor model and designed for an optimal power band and maximal performance of the engine. A modern 3D production process guarantees top precision and reliability of the pipe, so this screamer is as tough as it is strong.
Engine management system
The engine management system (EMS) of the TPI models features a new control unit located below the seat. The control unit determines the ignition timing and the amount of fuel to inject is based on several sensor readings such as intake and ambient air pressure, throttle position, oil and water temperature. Thanks to altitude and temperature compensation the rider does not need to worry about fiddling around with the jetting anymore.
The TPI models are fitted with a stronger generator delivering 196 W (the same as their EXC 4-stroke brothers) to meet the needs of the engine management system in terms of energy supply. The new regulator mounted on the left side of the steering head is taken over from the EXC-F models.
Sophisticated ´No Dirt´ footpegs prevent smudging up the pegs, even when digging in deep ruts. The pegs on the Enduro models are 6mm higher than the ones used on SX models, which benefits ground clearance. But you can swap them at will.
Air filter box
The air filter box design offers maximum protection of the air filter against soiling, while ensuring maximum airflow. The EXC TPI models get a new intake snorkel designed for the new throttle body while also hosting an air temperature sensor. The large Twin Air air filter is mounted on a stiff cage, which at the same time holds the system in place. This design is so simple, you could still pop a fresh one in with a face full of mud. Without tools. In seconds.
Battery & Wiring harness
A strong lithium ion battery breathes life into the engine and contributes to low vehicle weight. The lightweight battery and wiring harness are centralized in a compartment above the air filter box, allowing the mechanic to remove the subframe without getting in conflict with the electronics. A happy mechanic is a good mechanic.
KTM engineers sure know how to handle handlebars. This tapered one, made of high-strength aluminum by NEKEN, features a throttle assembly, which now has a twin-cable for EXC TPI models just like their 4-stroke brothers, with a new double-cable aluminum body and straightforward free-play adjustment. A volcanized grip sits on the right, 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 models can retrofit optional ignition curve switches at the handlebar for the selection of an alternative map, so you can be fully prepared for any condition.
This is a lightweight polyethylene tank with a capacity of 9.25 liters. The EXC TPI models incorporate a new integrated fuel pump system and an additional fuel level sensor so you’ll always know when you’re running low on gas.
The EXC wheels feature lightweight, CNC machined hubs and high-end Giant rims guaranteeing maximum stability at minimum weight. The wheels are fitted with MAXXIS tires – perfect for surefooted performance off-road and stability on-road.
KTM’s proven cooling system routes the coolant from the cylinder head through the frame triangle, directly to aluminum radiators made by WP. The additional KTM PowerParts radiator fan that riders can add to this fuel injected 2-stroke is now regulated by the control unit, no thermo switch is required anymore. Thanks to flow optimized internal circulation and CFD-calculated ventilation, the system is superbly efficient. In addition, new radiator protections improve heat dissipation. Especially in the mud. They are also integrated into the front part of the shrouds to protect the radiators in a crash.
KTM R&D, KISKA Design and the factory racers had their say in shaping the plastics with one goal: complete harmony between rider and bike. Perfect ergonomics and contact points provide maximum comfort in movement on the EXC. The I-beam structures of the front and rear fenders guarantee maximum stability and a low weight thanks to well thought-out construction and mounting. They also stay cleaner for longer. Clever brake hose routing on the front number plate prevents wear and tear.
New graphics convey the READY TO RACE character of the 2018 KTM EXC model line.
KTM engineers just love dropping weight year after year. The result: the 2018 KTM EXC models are the slimmest, lightest dirt bikes out there.
The high-tech, lightweight chrome-moly steel frame has a knack for easy handling, outlandish rideability, precise cornering and excellent stability. You can also count on high torsional rigidity and low longitudinal stiffness. This results in better absorption of the energy created from the front and rear suspension sucking up jumps and bumps. In short: more comfort and less rider fatigue. Laterally attached, lightweight engine head stays (the connection between cylinder head and frame) contribute to a reduced vibration level. Two threaded inserts in the lower cradle tubes allow for safe fixation of an optional skid plate. The engineers could pull off all that, while making their frame a big fat kilogram lighter than that of the lightest competitor on the market. In addition, it is easier to maintain, easier to work on and supplies more space for the tank and other components. On the EXC TPI models the upper frame tube features a slot where the oil filler cap is mounted, which feeds the oil tank via a hose inside the frame tube. The bike also features an extra-light subframe made of stable aluminum profiles, which tiptoes the scales at less than 900g.
The PDS is kind of a KTM trademark where the shock absorber is directly connected to the upper side of the swingarm. This setup boasts the best possible mounting geometry and provides amazingly progressive damping. The shock absorber is mounted close to the centerline, which means nearly symmetrical loads for the swingarm and frame and more space for the exhaust system. A second piston works together with a closed cup (instead of a needle) towards the end of the stroke and is supported by a progressive shock spring for exceptional bottoming resistance. Various machined and anodized components and a distinctive WP color trim make this a valuable, high-end product compared to the less refined shock absorbers of the competition.
The WP Xplor 48 upside-down fork is a split fork developed by WP in close collaboration with KTM. It is fitted with a spring on both sides but features separated functions for each fork leg: compression damping is fitted on the left side, while rebound is on the right. The forks can easily be adjusted for compression and rebound with the twist of a dial on the top of the forks. New outer fork tubes and a reworked setting make for more sensitivity, improved damping behavior and a reduced weight. In addition, a sealed hydro-stop guarantees excellent resistance to bottoming-out. Due to high-quality materials and a state-of-the-art production process, the new WP Xplor 48 fork – with approx. 300mm of travel – has outstanding response and damping characteristics. A comfortable preload adjuster can be retrofitted and allows for a simple spring preload setting in three steps without tools (standard, +3mm, +6mm).
Fitted with forged triple clamps with an offset of 22mm, ensuring a solid grip of the fork and precise handling. The handlebar is adjustable forwards and backwards over 4 positions, so the EXC TPI will fit you like your favorite gloves.
You couldn’t brake any harder, better, faster or stronger. These high-tech Brembo babies are combined with lightweight Wave brake discs and are the ultimate solution in braking technology. First you outrun them, then you outbrake them.
The cast aluminum design offers low weight and a perfect flex behavior. The single-component casting process eliminates any inconsistencies and inherent weak points created by welding. It’s better looking too.
1-cylinder, 2-stroke engine
Kick and electric starter
Secondary gear ratio
Wet, DDS multi-disc clutch, Brembo hydraulics
Chrome-molybdenum steel central-tube frame
WP Xplor PDS shock absorber
Suspension travel (front)
Suspension travel (rear)
Front brake disc diameter
Rear brake disc diameter
Steering head angle
1482 ± 10 mm
Tank capacity (approx.)
Weight READY TO RACE (without fuel)
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.
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