| My KTM is Cool |
When I brought home a new KTM 250XC in July 2009, seven years had
passed since my last purchase of an Austrian woods machine. That
bike, a 2002 300MXC, was unfortunately not one of KTM's better efforts. I
raced it for a year, then switched to Kawasaki KX250's for the next 6
years. The 300MXC became primarily my enduro and general purpose
trail bike.
When the Japanese manufacturers abandoned the two-stroke
motocross and off-road market (save for Yamaha and its YZ250), by
then KTM had developed a lineup of off-road bikes very similar in
purpose as my KX250's. These XC models were designed to
accomplish what I had done with my woods-converted KX250's:
combine the handling and power delivery of a motocross bike, toned
down just enough to make nice for hare scrambles and GNCC-type
racing. Enduro racing and all-around trail riding were left to KTM's XC-W
models.
Alright, let's get updated on how the '09 250XC is new and improved
from my old 300MXC. To start with, pretty much everything is new. There
may be a few parts interchangeable with the 300MXC, but not many.
Check out the photos below for some of the highlights.
passed since my last purchase of an Austrian woods machine. That
bike, a 2002 300MXC, was unfortunately not one of KTM's better efforts. I
raced it for a year, then switched to Kawasaki KX250's for the next 6
years. The 300MXC became primarily my enduro and general purpose
trail bike.
When the Japanese manufacturers abandoned the two-stroke
motocross and off-road market (save for Yamaha and its YZ250), by
then KTM had developed a lineup of off-road bikes very similar in
purpose as my KX250's. These XC models were designed to
accomplish what I had done with my woods-converted KX250's:
combine the handling and power delivery of a motocross bike, toned
down just enough to make nice for hare scrambles and GNCC-type
racing. Enduro racing and all-around trail riding were left to KTM's XC-W
models.
Alright, let's get updated on how the '09 250XC is new and improved
from my old 300MXC. To start with, pretty much everything is new. There
may be a few parts interchangeable with the 300MXC, but not many.
Check out the photos below for some of the highlights.
| And here's why.... |
| Hand it to the Austrians, they know how to make a bike look pretty...oh, so pretty. |
I have to admit, I was a bit skeptical when KTM introduced electric start on 2-stroke dirt bikes. The extra weight seemed unnecessary on a
motorcycle that is already very easy to start. But with advances in materials and design, the 250XC weighs no more than my 300MXC. The
E-start adds another handlebar-mounted button beside the throttle, resembling a kill switch. Push that button and the engine fires in about
half a second. A kick-start lever is still in its usual place on the right side of the engine, just in case the battery fails to cooperate. It is a
"shorty" style kick starter much like the one on my Gas Gas.
The starter mechanism is placed in a location similar to the Hebo hydraulic clutch slave cylinder on my KX250, meaning it's tucked nicely
out of the way and protected by both the left side of the exhaust pipe and my boot. The battery is located in the airbox. The first month I
owned the 250XC, it did nothing but sit in the garage, and even though I often wandered out there just to admire the beauty of the thing and
fire it up just to hear the engine, the starter kept chugging away.
motorcycle that is already very easy to start. But with advances in materials and design, the 250XC weighs no more than my 300MXC. The
E-start adds another handlebar-mounted button beside the throttle, resembling a kill switch. Push that button and the engine fires in about
half a second. A kick-start lever is still in its usual place on the right side of the engine, just in case the battery fails to cooperate. It is a
"shorty" style kick starter much like the one on my Gas Gas.
The starter mechanism is placed in a location similar to the Hebo hydraulic clutch slave cylinder on my KX250, meaning it's tucked nicely
out of the way and protected by both the left side of the exhaust pipe and my boot. The battery is located in the airbox. The first month I
owned the 250XC, it did nothing but sit in the garage, and even though I often wandered out there just to admire the beauty of the thing and
fire it up just to hear the engine, the starter kept chugging away.
The starter battery fits compactly in the air box. The best part about the
tool-less air box cover is that is has no weird, expensive fasteners that come
undone or fall off. This cover just pops on and off. I like it. The seat now has
just one bolt for removal, under the fender. I'm not so sure about that...if you
ever had to remove the seat when the bike is muddy, the bolt may be more
difficult to access.
tool-less air box cover is that is has no weird, expensive fasteners that come
undone or fall off. This cover just pops on and off. I like it. The seat now has
just one bolt for removal, under the fender. I'm not so sure about that...if you
ever had to remove the seat when the bike is muddy, the bolt may be more
difficult to access.
| Back side of the airbox cover. Extremely easy to remove; no more difficult to install than the old style covers. |
| Another shot of the battery, with the seat removed. |
Here's the odd-looking fender/side panel that KTM has been using for the
past few years. I'm still not sold on it. If you run numbers on your bike and
want custom graphics, they'll come in two pieces - one part for the side
panel and one for the airbox (the numbers will be split horizontally, but will
sort of line up if they're made properly). The small side panels don't cover
the silencer, which is sure to get plenty scratched up. And if you loop out
and destroy the fender, now you're buying a fender and side panels.
past few years. I'm still not sold on it. If you run numbers on your bike and
want custom graphics, they'll come in two pieces - one part for the side
panel and one for the airbox (the numbers will be split horizontally, but will
sort of line up if they're made properly). The small side panels don't cover
the silencer, which is sure to get plenty scratched up. And if you loop out
and destroy the fender, now you're buying a fender and side panels.
Another KTM original - the quarter-turn gas cap. Push on the orange button,
turn slightly and the gas cap pops off. The first generation caps leaked, but
apparently these do not.
turn slightly and the gas cap pops off. The first generation caps leaked, but
apparently these do not.
And while we're on the subject of gas, this is almost a
foolproof petcock. If the lever is rubbing your leg, the fuel
is probably off.
foolproof petcock. If the lever is rubbing your leg, the fuel
is probably off.
One thing that has not changed is the heim bearing on the lower
shock mount. Rumors continue to persist about KTM's eventual
return to linkage-type suspension, but after more than 10 years of
refinement, the heim still lives.
shock mount. Rumors continue to persist about KTM's eventual
return to linkage-type suspension, but after more than 10 years of
refinement, the heim still lives.
Another part unchanged from previous KTM's: the quick release brake
pin. The cotter pins on my previous KTM's never stayed put and I expect
the same for this one. It will be replaced with a regular cotter pin.
pin. The cotter pins on my previous KTM's never stayed put and I expect
the same for this one. It will be replaced with a regular cotter pin.
| Oversized handlebars now come standard. Note the E-start button on the right. Hydraulic clutches are still standard on KTM's. |
Finally, a strong front brake! This one holds its own against any
Japanese bike I've ever owned.
Japanese bike I've ever owned.
KTM now uses Brembo clutch master cylinders. Gone are the days of
endless debate over Magura's definition of mineral oil. DOT4 brake
fluid is pretty much self-explanatory.
endless debate over Magura's definition of mineral oil. DOT4 brake
fluid is pretty much self-explanatory.
Sometimes it's the details that matter. Along with the interesting
spring anchor for the kickstand, just enough aluminum has been
removed from the kickstand so it doesn't interfere with the upper
torx-head bolt. Nice work.
spring anchor for the kickstand, just enough aluminum has been
removed from the kickstand so it doesn't interfere with the upper
torx-head bolt. Nice work.
Another nice touch is the cable guide. It integrates pretty well into the
number plate and is attached with a single plastic screw.
number plate and is attached with a single plastic screw.
True to its enduro roots, KTM still has its rotors stamped out with a
magnet-sized hole for an enduro computer sensor pickup.
magnet-sized hole for an enduro computer sensor pickup.
Check this out - a cap for the swingarm bolt, to keep out mud and crap
from the hollow bolt. Wonder how long before it becomes trail junk....
from the hollow bolt. Wonder how long before it becomes trail junk....
And how 'bout this: my favorite all-around front tire comes stock!
The rear tire is a Bridgestone M404, another decent all-around tire
that I used frequently back in my Missouri racing days.
The rear tire is a Bridgestone M404, another decent all-around tire
that I used frequently back in my Missouri racing days.
| Sweet rims. |
| ...and a fork compression adjuster that doesn't require tools. |
But it wouldn't be a KTM without some quirks. Note the clearance
between the spark plug cap and the center frame rail. Yep, it's tight.
between the spark plug cap and the center frame rail. Yep, it's tight.
| Here we have a DCI box that doesn't interfere with the steering stops. First one of these I won't have to relocate under the frame. |
| Gotta love the KTM front number plate graphics. |
| Funky fork guards |
Click on the photo and check out the bolt heads. That's right, now I
have a choice: will I use a standard socket, or will I grab a Torx
driver? So now if I strip a bolt head, I'm not totally screwed!
have a choice: will I use a standard socket, or will I grab a Torx
driver? So now if I strip a bolt head, I'm not totally screwed!
So as always, KTM continues to implement new and
innovative ideas with its dirt bikes. We'll see how
well these changes translate to everyday riding and
racing. However, after a short break-in ride at a
friend's backyard motocross track, the 250XC feels
more like a traditional Japanese MX'er than any Euro
bike I've owned, which is a definite compliment to
KTM and its engineering development. It's also the
first Euro bike I've owned in which the jetting felt
just right, with no adjustments. I'm excited....stay
tuned for updates.
innovative ideas with its dirt bikes. We'll see how
well these changes translate to everyday riding and
racing. However, after a short break-in ride at a
friend's backyard motocross track, the 250XC feels
more like a traditional Japanese MX'er than any Euro
bike I've owned, which is a definite compliment to
KTM and its engineering development. It's also the
first Euro bike I've owned in which the jetting felt
just right, with no adjustments. I'm excited....stay
tuned for updates.