KTM Scarp Exonic Evo3 in Review

KTM kindly afforded me the latter, priced at a modest 12,999 euros. Once again, the Scarp presents itself here in the test as a nimble racer. Just as well, under the same name, it could now also mean a genuine Downcountry or even a sporty All Mountain.
As for the equipment of the top model, the wheels have been adjusted again compared to the spring specifications. Regarding geo-data, the 10 mm longer suspension travel causes slight deviations from the table published at the time, which applied to the 100-mm variants.

Regarding the design language: The KTM Scarp frame is immediately recognizable as such even in its third evolutionary stage, yet there are a multitude of changes, starting from the almost invisible ones like the "hermetically" sealed main bearing, to the conceivable ones such as the cable routing integrated from the headset, to the visible ones like the MWYW (Mount What You Want) Shock Mount or the artfully CNC-milled rocker.
The SSL Straight Line Link remains unchanged, meaning the KTM still manages without an additional joint in the rear triangle. However, the seat stays no longer run, as previously, arrow-straight from the rear axle to the shock, but instead feature a pronounced kink as the most noticeable innovation.

Furthermore, the bottom bracket appears wider than I remember from its predecessor. Additionally, the top tube tapers significantly towards the head tube, and the cross-section of the drive-side chainstay is noticeably enlarged. The motto was likely to save weight where it's not absolutely necessary but to strengthen the frame where the acting forces suggest it.
The KTM homepage confirms my assumptions: The manufacturer, for example, speaks of 37% more vertical stiffness and an impressive 48% more lateral stiffness with regard to the chainstay.
The accompanying promise to convert every watt into propulsion is, of course, music to the ears of an aging hobby cyclist like myself.

Tech Specs Scarp Exonic

The aforementioned changes are not only considerations for more stiffness. The kinematics have also been refined, and for example, the anti-squat value has been improved. According to KTM, this has increased by 20%. This means: significantly reduced bobbing when pedaling.
Reportedly, this was a request from the professionals, which had to be fulfilled as best as possible. In this regard, I didn't notice any major weaknesses in the previous model – and now there's a fifth more anti-squat compensation, as they beautifully say in motorsport! The watt monster in me that loves to sprint continuously is pleased.

Additionally, KTM promises a more sensitive response of the rear suspension, especially at the beginning, which is attributed to a change in the spring curve. Although I am not a frame designer, I can imagine that the now bent seat stay contributes its part to this.
In any case, I find this improved shock sensitivity to be important in a full-suspension bike, especially for relatively harmless impacts, because it allows small bumps to be sensitively absorbed despite the necessary pressure in the damper to avoid bottoming out on large obstacles or jumps. And this is known to enhance comfort and reduce fatigue. KTM also claims that this reduces stress on the frame itself – a classic win-win situation.

Geometry

In terms of dimensions, we find the proven alongside the new. The head angle has been made 1.5° (Scarp Prime & Master: 1°) slacker and now measures 67°, whereas the seat angle remains unchanged at 75° on the Exonic (100-mm versions: 0.5° steeper). The stack increases by only 2 mm to 607 mm, while the reach makes a larger leap from 458 mm to 469 mm (all measurements refer to frame size L). However, since the stems have been shortened by almost the same amount (10 mm), you end up sitting almost the same as before, but overall more centered on the bike.
The chainstays remain at their 435 mm, but due to the slacker head angle and longer top tube, the wheelbase has increased. The KTM will also have a higher trail, as the rake has been reduced from 51 to 44 mm alongside the angle change. Does this make it less agile, or even sluggish? The late autumnal Vienna Woods offered plenty of opportunity to explore this …

Right after the handover in Vienna-Liesing, we took the first photos. Afterwards, there was still some time for a short ride to Sulz in the Vienna Woods and back. Although every part on my test bike was top-notch, the wireless-controlled elements stood out on this introductory ride – damping, dropper post, and, of course, the gears.
These components, complemented by the Sram Powermeter cranks, collected data on my input and decided based on that whether the suspension should be locked or not. This is called "Flight Attendant."
Thankfully, my bike was preconfigured and worked without any additional adjustments needed from my side.

Even on this first ride, I felt like I always had to ride in race mode. The bike practically demanded it – at least until the point where I was stranded with a flat rear tire.
Two points that I always preach:

1. Ride tubeless!
2. Check the tools, especially integrated mini tools, before the ride.

In my case, tubes were installed and the Allen key was missing from the well-placed mini tool between the shock and the top tube – the so-called HUT, Helpful Universal Tool. Either I lost the part somewhere near Sulz, or it wasn't included; either way, my mistake.
Consequently, I couldn't remove the wheel and change the tube. Only with the help of another biker, who brought me a tool along with a floor pump to a meeting point agreed upon between my mishap and his residence (!), was I able to get home without an extended hike or public transport ride. A heartfelt thank you at this point.

At home, it was time to understand all the electrical gadgets first. For me, who grew up without a computer, not so easy.
My recommendation to configure everything as stress-free as possible: take your time, calmly watch all the explanatory videos, if necessary, watch them again, follow the instructions shown in them, don't get annoyed. Then everything will fall into place.

The following rides were under a much better star, and I diligently collected kilometers with the noble steed. The changes to the frame, my actual area of test interest, were very noticeable in a positive way.
The rear triangle worked sensitively, and the frame overall always showed a forward orientation when pedaling. However, I didn't feel a lack of efficiency even with the Evo2. Although the total weight of the new model (frame + 100 g; equipment including Flight Attendant, powermeter, and dropper post + 700 g) is indeed 800 grams more than that of last year's model, the Evo3 seemed similarly nimble uphill as its predecessor.

I found the traction particularly good, especially in the corners. Even the tires, which I had sometimes criticized earlier, held surprisingly well on the mostly autumnally damp forest floor.
Both traction and tire grip were naturally noticeable when going uphill. In November, the ground around Vienna is usually wet, slippery, and covered with damp leaves. Nevertheless, steep uphill passages posed few problems for me. The stiff frame, in combination with the sensitive response of the damping, played a decisive role here.