We tested the 2026 KTM 350 EXC-F last issue and came away saying the same thing riders have been saying for the better part of a decade: it’s still one of the ultimate trail and do-it-all bikes on the market. Ten years on from the earlier models, that balance of usable power, lightweight feel and versatility hasn’t just held up, it’s been refined. Which got us thinking… how did we get here?
Looking back at the 2014–2017 KTM 350 EXC models, it’s easy to see why the platform became such a favourite among enduro riders. The bike hasn’t needed massive changes over the years, and that’s largely because KTM nailed the formula early. It consistently sat high in the sales charts, often just behind the brand’s bigger 500cc and the ever-popular 300cc two-stroke.
Aussies have always loved big bores, but when you look at the terrain most of us actually ride, the reality is we rarely need the outright punch of a 500 EXC-F, unless you’re pinned across the desert. The 350 sits in that sweet spot. It’s light and nimble, but still packs enough power to make you hang on when you twist the throttle.
It’s also far easier to manage than a 450 or 500, which makes tight singletrack and technical terrain a whole lot less work. I spent a few months on a 350 EXC-F long-termer back in 2017 and genuinely never felt like I needed more power.
In the early days, the 350 felt like a slightly more aggressive 250. But as the platform evolved, it began to edge closer to a lightweight 450 in terms of performance. The power delivery improved significantly, yet it retained that easy-to-ride nature that made it so appealing in the first place.
The engine itself has proven to be solid. The plain-bearing crankshaft means that, with regular oil changes, longevity is rarely an issue. The valves and internal components are high quality, and the clutch is equally reliable. The only real issue that has cropped up over time is how the 350 handles dust.
Dust doesn’t damage the Del West valves, but it can burn around the piston crown and cause the compression ring to stick in its groove. That leads to a loss of compression, making the bike harder to start and eventually leaving it with very little power. Left unchecked, it can get to the point where the bike won’t start at all. The fix is simple: keep your air filter clean after every ride and make sure it’s sealed properly.
SUSPENSION
The chassis and suspension components are all quality gear, although the WP fork has copped its fair share of criticism over the years. The Xplor 48 from back in the 14-17 model is exceptionally soft and lacks compression damping for harder riding or racing, but it’s far from a lost cause.
If you’re willing to spend a bit, there are plenty of fixes available. Companies like RaceTech and Dal Soggio offer replacement inner cartridges and valving systems that can drastically improve performance. KTM has made updates to the fork on later models and the difference is night and day, the newer setups are firmer.
The only other recurring issue seen on these bikes has been fuel pump cracking, although this was addressed under warranty.
If you’re looking at a second-hand 350, make sure it starts and runs cleanly with no rattles. Check for a solid service history, and don’t be afraid to pull the air filter out and inspect the intake side for any signs of dust getting through. From there, go over the usual wear points which are bearings, brakes and general condition but pay close attention to the swingarm and shock bearings, as these can wear out and aren’t cheap to replace.
NEW
2014 $12,495
2015 $13,495
2016 $13,495
2017 $13,495
SECOND HAND
2014 $6700 – $8000
2015 $7100 – $8400
2016 $8300 – $9900
2017 $8850 – $10,500
Market Equivalents
14-17
Beta RR350
$6750 – $10,350
14 – 17
Husqvarna FE350
$7100 – $11,700
14-17 Sherco 300SEF-R
$7400 – $10,850
14-17
KTM 450EXC
$7350 – $11,300
FRAME:
The double-cradle chrome-moly frame has a rake of 63.5° and an offset of 22mm.
Brakes:
It comes with a 260mm rotor on the front and a 220mm rotor on the rear with Brembo calipers and master cylinders.
Engine:
The compression ring will get stuck if too much dust gets past the air filter.
Suspension:
The Xplor 48 fork is too soft for racing and benefits dramatically from a RaceTech or Dal Soggio damping kit.
Weight:
The KTM 350 comes in at about 106.8kg dry.
