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Driving report KTM 250 SX-F

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Motocross World Championship 2003. KTM sends the prototype of the new quarter-liter four-stroke into battle. Technical problems accompany the launch, the new engine is being revised again? with success. In the 2004 season, works rider Ben Townley becomes world champion in the MX2 class ?? despite further technical failures. Which are ultimately the reason for the delay in series production planned for 2005. Now KTM is introducing the four-stroke engine for the smallest class. And there only one thing counts: performance. This is mainly generated from high speeds. The way there: low masses. The four titanium valves are operated via rocker arms instead of the usual bucket tappets. But in contrast to the camshafts of the factory engine driven by spur gears, the technicians in the series engine chose the conventional chain solution. After all, the high-frequency vibrations of the gear drive on Townley’s winning bike led to material damage.
The result is okay. The MOTORRAD test bench certifies 37 hp for the new unit? 0.5 HP more than the class leader Yamaha YZ 250 F. In return, the bonsai Ballermann shows himself to be potent on the track under the six-time German motocross champion Dietmar Lacher, hangs on the gas like none of his competitors. However: The spontaneous kick in the middle speed range should not be confused with superior performance. In this section, the Yamaha curve is at least two hp above the values ​​of the KTM. The liveliness stems more from the low internal friction and little centrifugal mass. In fact, KTM does without a balance shaft on the 250 SX-F. So be it. What creates traction problems in the 450 league brings real advantages in the quarter liter class. Because in a flash, the SX-F turns into the highest speed even after close proximity. The clutch handle serves its original purpose? for changing gears in the six-speed transmission that is hard to operate under load.
The chassis reacts very sensitively. Although the KTM turns corners like the comic bunny Roger Rabbit, the extreme handling takes its toll on the borderline chassis design. Even the smallest changes to the spring preload (MOTORRAD adjusted the White Power shock absorber to 3.5 centimeters of sag without and 11.5 centimeters with the driver), the fork position (tip: upper edge of the stanchion tube one centimeter above the fork bridge) or the damping setting change the driving behavior drastically . Without meticulous coordination, the Austrian shakes like a wet dog, especially under partial load or when braking. The rather stubbornly appealing upside-down fork undoubtedly also contributes to the nervous disposition. Nevertheless: The first edition of the KTM 250 SX-F can certainly stand up to the current competition. It remains to be seen whether the 2006 models make her life harder.

Technical specifications

Engine: water-cooled single-cylinder four-stroke engine, two overhead, chain-driven camshafts, four valves, flat slide carburetor,
Ø 39 mm, hydraulically operated clutch, six-speed gearbox.
Bore x stroke 76.0 x 55.0 mm
Displacement 249.5 cm3
Compression ratio 12.8: 1

rated capacity
29 kW (39 PS) at 11,000 rpm

Max. Torque
26.5 Nm at 8500 rpm
Chassis: single-loop frame
Made of steel, steering head angle 63.5 degrees, upside-down fork, Ø 48 mm, central spring strut, directly hinged, spring travel f / h 300/335 mm, disc brake f / h, Ø 260/220 mm.

Dimensions and weights: wheelbase 1491 mm, steering head angle 63.5 degrees, caster 116 mm, seat height * 925 mm, weight without petrol *
99 kg, tank capacity 7 liters.

price
including utilities 7590 euros

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