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Driving report KTM 250 EXC Racing
Shrink cure
KTM is making the most of the modular system: after the racing models 400 and 520 EXC, the new 250 will come in spring.
Higher faster further ?? that is the general motto in our society. This also applies to motorcycles, from which the customer naturally expects an increase in performance from year to year. But there is one branch where the advantages of voluntary self-restraint have been recognized: sports enduro bikes.
While years ago it had to be as much as possible 600 cc and more, in the last two years more and more drivers have switched to the smaller cubic capacities. At events, the 400 class often has the largest starting field. Because many pilots have had to experience first-hand that the brutal power development of the fat engines pulls on their condition as well as on their nerves.
Now the development continues: Since Yamaha put a fantastic four-stroke for cross and enduro on the wheels with the YZ / WR 250 F, even the smallest four-stroke class, so far often smiled at because of the smooth, antiquated models, has suddenly been taken seriously. Reason enough for KTM to round off the displacement range of the successful EXC series with a 250cc model. Especially since the Austrians had already successfully tested prototypes in 1999 in the World Championship and in 2000 in some national championships. While Yamaha constructed a completely new model, KTM relies on the modular system. The chassis of the 250 EXC is identical in every detail to that of the large racing machines, as is the engine base. Many parts are therefore likely to be oversized. Or to put it positively: built to last. With a 75 millimeter bore and 56.5 millimeter stroke, the KTM-ohc-250 is a little less short-stroke than the Yamaha-dohc drive (77 x 53.6 millimeters). The cylinder head is based on that of the large engines, but has smaller valves. The mixture is prepared by a 35-millimeter version of the well-known Keihin flat slide carburetor with a pickup for load-dependent ignition adjustment.
In terms of weight, the three displacement variants differ little. According to KTM, the savings on the 250 through the significantly smaller crank drive add up to three kilograms. For comparison: At Yamaha, the difference between the 250 and 400 is almost eight kilograms. But with a dry weight of 109 kilograms for the EXC, nobody can really complain. Despite the extremely comfortable electric starter, it is on par with the kickstart competition.
Of course, the starter has no problems at all with the small engine, after all, it even starts the big 520. Whether cold or hot, whether after a stop or a fall, the KTM starts on the spot when the button is pressed. Just awesome. Perhaps you could even save yourself the kickstarter as a lifeline with the smallest model.
In terms of performance, you can’t expect miracles from a four-stroke 250cc. Even when starting, nothing works without the right speed, the little EXC needs a few thousand revolutions to feel comfortable. Even on connecting stages or fast gravel passages, the approximately 34 hp doesn’t seem overwhelming, hobby enduro riders will certainly favor the 400. The limiter kicks in at 11,000 rpm, i.e. only 1,000 revolutions above the rated speed.
The 250 EXC is therefore a real off-road machine. But even off-road you have to adapt your driving style to your character. Below 5000 to 6000 rpm there is no usable thrust. On longer inclines you have to shift gears diligently so that the engine does not fall out of the usable speed range. Even on a tight special stage, a lot of clutch work is required, which is less strenuous thanks to hydraulic actuation. The theoretical advantage of the six-speed gearbox is of little use. In hairpin bends, the first gear already seems long – or the speed range is too narrow. Especially since the power is not enough to bring the rear wheel into slip when the clutch is snapped.
A.On the other hand, such a drive naturally also has its advantages. The 250 is really easy to drive, scurries lively over winding forest paths and never shows insidious reactions. The fun in the field is huge, because even an amateur can really squeeze out the handy machine. The revised WP spring elements hardly set any limits to such drift. Softly responsive at the back and front, with very good traction when accelerating and high reserves for hard landings, they leave an excellent impression. The very effective brakes also deserve praise.
KTM has not planned a cross version of the 400 and 520 model for the 250 model, but the KTM would have had a very difficult time with the YZ-Yamaha, which is much less compromising. For the enduro sector, however, the shrunken EXC in series trim offers the best prerequisites: you can save yourself the need for conversion and handicraft work.
Sports club
KTM has specially designed the EXC series to meet the requirements of enduro sports. That means, noises within the scope of the sports regulations, small bicycle speedometer and only the absolutely necessary equipment. An approval kit is always included. The series now consists of four two-stroke and three four-stroke models. All new models from 2002 are on sale immediately, but initially only in small numbers. For the two-stroke 125, 200, 250 and 300 EXC, the facelift is limited to minor modifications to the engines in order to increase performance. The larger models 250 and 300 EXC got a new carburetor. The tried and tested four-stroke 400 and 520 EXC also enter the new year almost unchanged. The engine covers, which were sometimes dented by stones during tough use, were reinforced on both sides. The clutch basket is new, the slats should now be effectively prevented from smashing into the guides. Thicker friction disks should reduce wear and increase stability. The chassis of all EXC models have been equipped with the latest elements from WP. The SX-Cross models are reserved for the thicker 48-millimeter fork with adjustable spring base and the shock absorber that can be adjusted separately in the compression damping in the high and low-speed range. The four-stroke crossers still have to kick in 2002, although the electric starter has already been used in sport this year, in the world championship for example by Joel Smets and nationally by Bernd Eckenbach.
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