KTM has uncovered its revamped 2014 EXC range, to be officially launched this week in Sardinia, Italy.

All models across the range feature a new look. Spoiler, airbox cover and front fender, including headlight mask and headlight, have all been restyled for 2014. In doing so, KTM focussed on designing the new bodywork ergonomically and functionally in such a way that the whole motorcycle is in perfect harmony with the rider down to the very last detail.

But other aspects have also been considered. For example, the designers ensured there is no ribbing whatsoever on the inside of the new front fender, thereby preventing mud build-up. Nevertheless, thanks to its skilfully selected contour and its modified attachment to the lower triple clamp, the new fender is up to 50 percent stiffer than its predecessor.

All EXC models are equipped with an extremely sturdy, tapered Neken handlebar made from high-strength aluminium alloy. In accordance with the proven KTM standard, the handlebar can be fixed in a choice of four positions.

Redesigned handguards made from ultra-sturdy two-component plastic have been fitted for the 2014 model year, ensuring more efficient hand protection. The newly installed clutch armature from Brembo has been adapted to the appearance of the brake armature.

A new, refined graphic design with clear lines underlines the high demands made of a modern, state-of-the-art off-road motorcycle.

The frame colour has been changed for the 2014 model year and it makes the styling even more attractive.

KTM engineers have also revised the chain guide for the benefit of higher functional reliability, while simultaneously reducing the weight.

A new handbrake armature has been employed for the 2014 model year, with new remote reservoir, smaller brake piston diameter and a new lever with optimised lever kinematics. As a result and thanks to optimised sintered brake pads (Toyo B169), the performance and application of the front brake have been perceptibly improved again.

A revised design of the airbox guarantees optimum protection of the air filter from dirt plus maximum air throughput for the highest performance. New airbox covers are manufactured in a two-component process with new in-mould graphics.

The lightweight, polyethylene fuel tank is equipped with fuel pump and pressure regulator. The pressure mechanism for unlocking the bayonet filler cap has been optimised to make the cap even easier and quicker to open.

The seat on the four-stroke range has an improved foam core that ensures even higher stability of the padding. All four-strokes feature both electric and kick starters.

The new frame on the 250 EXC‑F impresses in MY 2014 with thinner-walled down tubes and even lower weight. In addition, the engine braces to the cylinder head have been optimised and the frame adapted to the new engine. It is now identical to the frame on the 350 EXC‑F.

For the 2014 model year 250 EXC-F, KTM engineers have ignited the next evolutionary stage and developed a completely new, state-of-the-art DOHC engine that unites the concentrated engine expertise amassed from motorsport and development.

The crankshaft on the new 250 EXC‑F has five percent more gyrating mass available for achieving optimum traction. Similarly to last season’s KTM SX-F models, it is equipped with a plain bearing in the lower conrod eye. The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin.

The engine’s direct pressure lubrication system ensures the necessary oil supply. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft – a benefit in terms of time and costs.

Thanks to a completely new design of engine case, which is now manufactured in a pressure die-casting process, it has been possible to significantly reduce the wall thicknesses compared with a gravity die-cast case. A new, high-strength, aluminium alloy ensures that the case is resistant to stone impact and other damage.

To counterbalance the inertia forces, the new 250 EXC‑F engine is now also equipped with a balancer shaft that acts as a multi-function shaft, driving timing chain and water pump simultaneously. The 350 EXC-F and 450 EXC also have balancer shafts.

The design of the new generation 250 EXC-F engine shares numerous basic components with the successful 350 EXC‑F engine. This results in a perceptible increase in torque, above all in the low to mid rev range (an additional 4 Nm between 6000 and 7000rpm).

The heart of the newly developed DOHC 250 EXC-F engine is the redesigned cylinder head with twin overhead camshafts and DLC-coated cam followers. Compared with the previous year, larger, flow-optimised ducts in conjunction with the more generously dimensioned intake valves guarantee 10 percent more gas flow and therefore significantly improved performance.

The new camshafts have also been designed to achieve a perceptible increase in torque compared to the predecessor model, together with enduro-specific engine characteristics. The engine’s optimised water jacket ensures even better heat dissipation.

The new 250 EXC‑F engine can be started with either a kickstarter or an electric starter. Positioned behind the cylinder, the electric starter is well protected and connected via the electric starter drive in the ignition cover to the further improved freewheel on the ignition rotor. The starter freewheel has been optimised for increased durability and reliability.

The new 250 EXC‑F is also equipped with the further optimised DDS (Damped Diaphragm Steel) clutch, which features a wear-free outer clutch hub and diaphragm springs. The single-piece hub is machined along with its primary gear from a solid block of high-strength steel. This clutch is featured across the four-stroke range.

This process guarantees unbeatable reliability and allows the engine to be extremely narrow thanks to the compact, rivetless design of the outer clutch hub. In addition, this design allows use of thin steel discs, which also contributes to the compact dimensions of the clutch.

The diaphragm spring enables implementation of an additional hub damping mechanism – a benefit in terms of traction and gearbox wear. Furthermore, an optimised inner clutch hub improves the durability of the clutch. Finally, in conjunction with the diaphragm spring, the hydraulic clutch actuation system from Brembo ensures very smooth and very precise clutch control.

Compared with its predecessor, the new six-speed enduro gearbox, developed especially for the 250 EXC‑F, has slightly shorter transmission ratios for fourth, fifth and sixth gears. The new gearbox excels with high precision and easy shifting. The secondary transmission has also been adapted to the new gearbox.

The six-speed transmission featured on the 350 EXC-F is designed specifically for the engine characteristics of the 350cc and 450cc engine and for every type of enduro use. It excels with precise and easy shifting.

The engine case production process was already converted from sand casting to die casting in the previous model year in order to reduce the wall thickness and save weight. In MY 2014, the optimised gasket for the new water-pump cover guarantees absolute reliability even in the toughest of conditions.

Compared with the 350 SX‑F, the 350 EXC‑F is equipped with a heavier crankshaft to generate more gyrating mass for more uniform power development and better traction. Similarly to last season’s KTM SX-F models, it is equipped with a plain bearing in the lower conrod eye.

The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft.

New valve spring retainers in the 350 EXC-F ensure even greater durability in the most extreme conditions in MY 2014 and a revamped auto-decompressor optimises starting behaviour.

The cylinder head of the 450 EXC-F is equipped with an overhead camshaft, which has been reduced in weight by approx. 10 percent for MY 2014, as well as two titanium intake valves and two steel exhaust valves. The weight-optimised valve train (40 percent lighter valve springs and valve spring retainers) results in lower friction and therefore both improved performance and reduced engine braking.

Designed in accordance with the latest racing standards, a reinforced cylinder head gasket now also guarantees even greater durability in extreme conditions. The auto-decompressor has also been reinforced to optimise its durability.

The lightweight, forged piston with a box-in-box design is equipped with the high-performance piston rings of the 450 SX‑F. The benefits are reduced oil consumption and optimised performance. These features are also included on the 500 EXC.

In MY 2014, the crankshaft with 63.4 mm stroke and ultra-light connecting rod is manufactured by Pankl from a special, high quality steel on the 450 EXC. As on the other EXC-F models, it is equipped with a plain bearing in the lower conrod eye.

The previous needle bearing is replaced with two press-fit bearing shells that run directly on the crankshaft’s crank pin. This design enhances the durability of the engine, thereby enabling an extension to the service intervals for the crankshaft.

The lower triple clamp of the 450 and 500 EXC has been modified for optimum attachment of the new front fender. Thanks to its new contour and attachment with two bolts from the front and two from below, the new fender boasts significantly higher stability.

A redesigned ECU for all four-strokes ensures even faster and absolutely reliable data processing. Various engine characteristics can be selected via the EMS, with a map-select switch available as a PowerPart. Furthermore, a user-setting tool (also available as an option) allows data to be read from the bike by laptop and the mapping, ignition and fuel injection to be modified in a matter of a few mouse clicks.

The engine in all two strokes has a redesigned reed valve housing featuring Boyesen high-performance reeds. Thanks to the innovations, performance has been optimised and responsiveness improved. Ignition curve and cylinder head have been optimised and the carburettor setting adjusted.

A new cylinder head with optimised combustion chamber on the 300 EXC makes its debut in MY 2014, delivering more effective combustion and above all better responsiveness in the partial load range. This results in better power development and optimised rideability. The 250 EXC also has a new cylinder head.

In addition, a more powerful battery is fitted to the 2014 model, making starting all the more reliable.

The KTM 300 EXC is equipped with both kick and electric starters in 2014 and a more powerful battery than ever. This simplifies starting the bike in all situations.

On the 200 EXC, the electric starter has been overhauled for the 2014 model year and made substantially more powerful (480 W instead of 370 W). Starting is now even more reliable and paves the way for swift progress.

For now, here’s a first look film and a selection of images, but stay tuned for more when we have it!

Click here for details on the 2014 KTM SX and SX-F range.