Revolution: KTM EXC and EXC-F 2022 – the new generation of enduro

KTM 250 SX

Despite the idea that the KTM 250 SX is getting prettier and younger every year, mechanically the 2022 version is no different from the 21 version. But there are a couple of aesthetic points that the KTM sheep have introduced so as not to be boring: they replaced the black frame with an orange one , so now the KTM 250 SX matches the entire full-size line in this regard, and, of course, they applied new, brighter graphics and even updated the seat cover, which is now blue. By the way, it is worth recalling that the orange frame indicates that this version is ending the life of the current version of the platform, and next year (2023) the line will undergo another restyling.

KTM 250 SX 2022

But in 2022, the KTM 250 SX was updated: it received a new WP XACT air fork, like other models in the line, and for once, the two-stroke motocross and cross-country models of 2022 and 2022 received an even more improved fork than the motocross four-stroke models. The 2022 250 SX fork gets new internals with improved oil bypass slots, a new seal with four air bypass ports, and a larger air bypass slot to make it easier for air to move from a positive pressure chamber to a negative pressure chamber. They also added a new rubber bump stop to prevent blowout and a manual step-adjustable rebound adjuster to complement the compression adjuster on the top. But the main feature of the newest version of the XACT air fork is the “travel regulator” of the middle valve, which will be discussed a little later.

Additionally, the KTM 250 SX gets an updated Gunnar Gasser-style roller throttle for 2022 to extend cable life. This design is smoother and more reliable, while it feels no different from a traditional throttle, and is named Gunnar Gasser in honor of former Husqvarna factory racer Gunnar Lindstrom, the inventor of a throttle grip in which the cable does not bend.

Also, the KTM 250 SX from 2022 is equipped with an optional all-terrain air filter housing cover, which is good in everything except water protection: you should not wash the motorcycle with a high-pressure washer with such a cover.

KTM 250 SX

MY MOTORCYCLE

For the 2022 model year, the KTM EXC lineup has seen perhaps its biggest changes since 2012. Motorcycles have become lighter, stronger and faster, and two-stroke models are completely revolutionary in their essence. The list of differences is so long, and they themselves are so comprehensive, that a few dry lines from a press release, as happened before, in this case cannot be done. One figure: only less than 10% of parts from predecessors were inherited by new models.

If you just sit with your eyes closed on one of the new EXC, the differences from previous models are barely noticeable. But on the move, these are completely different animals. All of them, both 2T and 4T, have certainly become lighter and more mobile. All-new frames and suspension components provide a smoother, more forgiving and versatile ride. Combined with their more powerful and wider range of engines, the 2022 EXC makes it much easier and more enjoyable to take off-road adventures. Even on such a slippery and rocky surface that awaited the participants of the premiere show in Spain.

KTM EXC 4T

In the 2022 model year, the names of four-stroke models are streamlined, now all of them have the letter F in their names, clearly indicating four-stroke. But this does not mean that the 450 and 500 cc models with SOHC gas distribution system received a twin-shaft DOHC configuration like the 250 and 350 cc engines. As we've seen with the 2016 motocross lineup (and the 2017 EXC builds heavily on that), the design of the new bikes is influenced by an obsession with weight savings and mass centralization. In addition to the fact that the new products managed to lose from 3 to 5 kg of weight, there was a radical shift in the center of gravity of the rotating masses (crankshaft and clutch), which had a noticeable impact on the handling characteristics. Combined with the new frame, which is more longitudinally flexible and torsionally rigid, and the all-new WP Xplor fork and shock absorber, the 2022 KTM EXC's ride quality has moved to a whole new level.

250/350EXC-F: When the new 2016 KTM SX motocross bikes arrived a year ago with increased power, torque and low-end response, it became obvious that their engines would be a good basis for building enduro models. This is exactly what happened now. After a number of modifications specific and necessary for enduro, made in particular with the 350SX-F engine, in the EXC-F version it became even more torquey at the bottom and received shorter gears. This, for example, allows you to very smoothly navigate slow corners and narrow tracks in third gear with minimal clutch work. The 250, under the same conditions, requires slightly higher revs. The 350EXC-F can, as before, rush with the sound of a siren and at the same time has received such a width and versatility of the operating range that allows it to steer with the help of the rear wheel and make its way along the ruts at minimum speeds with rare shifts. The 250EXC-F delivers similar torque and responsiveness, which is always nice when it comes to a small engine size. There is no doubt that this bike has now become even better for less experienced riders or those who spend most of their time riding in difficult off-road conditions. The progress is not as impressive as in the case of its 350 cc brother, but in any case, coupled with a 3 kg lighter weight, improved chassis and suspension, you get a super responsive and obedient projectile that rides better than one might initially think.

450/500EXC-F: As with the 2016 450SX-F, losing an extra 5 kg makes the 2022 450EXC-F noticeably more agile. And this doesn’t even take into account the company’s overall commitment to compressing the center of gravity of its entire line of off-road motorcycles. Both “senior” 2022 models are distinguished by an expanded operating range of thrust and a more compliant nature of engine power delivery. Instead of simply installing a 450SX-F motor with a stretched ratio and increased flywheel weight, KTM has given these motors an entirely different set of rotating parts, from the crankshaft to the camshaft and everything in between. Including differences in the exhaust system, throttle body, fuel map, stator, gearbox, and so on. In other words, the EXC-F engines were designed and built specifically for off-road driving conditions, rather than being a simple conversion of the 450SX-F powerplant. From a handling standpoint, the new 450EXC-F is as nimble as the 350 while delivering more comfortable power delivery than the previous generation 450 and 500 EXC. Power at the crankshaft is 56 and 62 hp. (for 450 and 500 cm3 models respectively). The 500EXC-F has a higher gear ratio (13/50) and encourages you to cruise at slightly lower revs. Absolute control over engine thrust can be obtained by activating traction control, which smooths out all errors when handling the throttle and is especially helpful on slippery surfaces or, for example, if the pilot begins to get tired and the task is simply to get to the finish line or home.

KTM EXC 2T

If we try to express the feeling of the new EXC with dry numbers, then on the move the 4T models differ from their 2016 counterparts by 20 percent, and the 2T by all 50. Two-strokes would seem to look and sound the same as always, but with a balancer shaft for the first time Now available in their engines, they give a completely new feeling, free from vibrations and change your ideas about 2T. At all the premieres of past years, two-stroke enduros, due to their harsh and even angry nature, have never been as in demand among journalists as the 250EXC and 300EXC this year. It is thanks to the achieved amazing combination of power, controllability and low vibration levels. All this allows you to more fully concentrate on control and driving, without being distracted by the motorcycle, which constantly reminds you of its two-stroke nature. Adding to the tractability is a redesigned power valve mechanism, making the engine's performance super smooth and more tractable than before.

Back in 2012, when KTM first introduced the concept of using the frame as an additional shock-absorbing element, it was clear that two-strokes would benefit most from the marriage of frame and suspension. In 2022, when another significant step has been taken in this direction, 2T will continue to receive more tangible benefits from this. According to the developers, the higher vibration levels of previous generations of two-stroke enduros had a oscillating effect on the suspension springs and led to early wear of the suspension components and made it more difficult to fine-tune. The sharp reduction in vibrations in the 2017 models eliminated all these difficulties and the suspension itself became more responsive to certain settings.

WP XPlor suspension

Before the presentation, there were rumors that the new EXC would be equipped with the already well-known 4CS or AER forks, but KTM threw a surprise and installed a completely new WP XPlor fork and a new shock absorber on the 2022 enduro. There is no doubt that this will be a very positive change. Together with the more flexible characteristics of the new frame and swingarm, this suspension makes a significant contribution to outstanding handling. Both the front and rear handle small bumps very accurately and gently, but now they are able to take much stronger impacts without going all the way through. This makes the new EXC more versatile across a wide range of terrain and more comfortable for riders of varying weights and skill levels.

Another advantage of the new suspension is that it is noticeably lighter. The fork was lightened by 200 grams, and the rear shock absorber was able to lose about 600 grams. Fork tuning is similar to the previous 4CS model, with an easily accessible adjustment on the top of the seatstays. For even greater convenience, you can optionally install the ingeniously simple, tool-free fork pre-tension adjuster from the KTM Powerparts tuning catalog (comes standard on Six-Days models). With it you just need to hang the front wheel and then select the desired value of 0, 3 or 6 mm. It's a first-of-its-kind tool-less preload adjustment solution for front forks and WP know-how.

Traction control

As expected, the 2022 EXC comes with traction control, which was pioneered by the 2017 KTM and Husqvarna motocross models introduced earlier. It is obvious that enduro bikes will benefit more from this technology than motocross motorcycles. Instead of using a rear wheel sensor (which is prohibited by sport regulations), KTM's traction control system analyzes throttle signals and engine speed, and if the revs suddenly increase, reduces power to maximize wheel grip. This system operates much more precisely and smoothly than on large touring enduros, and only when absolutely necessary. On slippery surfaces, with this traction control it is much easier to keep the rear wheel in a straight line, and at the same time it remains responsive to the turn of the throttle. And under normal conditions, traction does not interfere with using the full potential of the engine, be it 250EXC-F or 500EXC-F. The only drawback of the system is the need for its optional activation, since traction control is not included in the standard equipment of 2017 motorcycles. You will also need to purchase an additional map switch/mode selector from the KTM Powerparts catalog. Six-Days models already have this switch installed straight from the factory. Traction works with both fuel maps, so you actually get four engine management modes. The map switch itself is much more convenient than that on previous models and makes it easy to operate on the go. The selected modes are displayed in different colors (white and green for maps 1 and 2, orange for traction control) and cannot be mixed up. The selected settings are saved the next time the engine is started.

source ktm-moto.ru

KTM 250 SX On the track

KTM's three main rivals (Honda, Kawasaki and Suzuki) stopped producing two-stroke motocross bikes, some sooner, some later, leaving Yamaha with its YZ250. The KTM 250 SX is fast, spins up very quickly, forcing the rider to quickly use his left foot to change gears. In general, the 250 SX is somewhat more difficult to ride than its only Japanese competitor, because the KTM is 3 hp more powerful (49.23 hp), and its power increases faster and more sharply than on the YZ250, and the Austrian, accordingly, also runs out of steam earlier. In some ways, comparing a 250 SX to a YZ250 is like comparing a modified YZ250 to a stock version: a modified bike is harder to ride because the wider exhaust ports and increased compression make the engine more powerful, but it loses the low end and requires more confidence. and an experienced hand on the throttle to take full advantage of the more powerful engine. That’s how it is with KTM, about how the 125 SX is easier to ride than the 150 SX for beginners, and an experienced one will rather choose the 150, because with the right skill you can ride it faster.

In recent years, KTM has generally kept the 250 SX's ride and handling comfortable and has worked to make it friendlier, but they haven't tried to bring the engine's character closer to the smoother, more linear response of the Yamaha YZ250. On the contrary, KTM's philosophy is to make professional racing motorcycles that can be bought from your local dealer, loaded onto a trailer and taken to high-level competition, while Yamaha is torn between the pros and amateurs, trying to please both. and at the same time squeeze into a certain price category. That's why the Yamaha's engine is soft and smooth, but in the right hands the KTM 250 SX will leave the stock YZ250 behind.

There are three ways to smooth out the character of a KTM motor:

• Cards. There is no visible map switch on the KTM 250 SX, but it comes standard with two maps – stock and soft. Under the left side of the gas tank there is a wire with a white plastic connector - it cannot be confused with anything else, because it is the only white connector. The stock map is considered a “high-performance” map and most serious riders ride with it, but those still learning the bike will appreciate the option of a smoother, less aggressive engine character. To do this, simply disconnect the white connector under the tank.
• Power valve. KTM, Husqvarna and GasGas two-stroke motorcycles are equipped with an externally adjustable power valve. It plays a huge role in the character of the engine, since it controls the flow of the exhaust: the slow opening of the power valve as the speed increases smooths out the engine's characteristics and slows down the speed gain, while simultaneously increasing torque and expanding its shelf. Quick valve opening allows you to quickly rev the engine to its peak, making it more responsive and sharp.
• Airbox Cover: The optional all-terrain cover provides sharper throttle response and added power. But if you install a standard cover without additional holes instead, the engine will run softer, the throttle response will be muted, and the power will decrease.

In the stock configuration, the power valve is adjusted with a brass screw with an internal square, but few people carry such a screwdriver with them. Therefore, it is very smart to replace the stock screw with a regulator like the Kreft Moto Powerdial 3.0, which is controlled by hand. Typically, the power valve is adjusted as follows: it needs to be unscrewed all the way, and then tightened 1.5 turns. At this setting, the engine is quite sharp at low end, but not so aggressive that it is difficult to handle. You can further tune the characteristic by replacing a small additional spring inside the main spring of the power valve: the main spring determines at what speed the valve opens, and the additional spring determines how quickly it opens from that point. KTM offers three aftermarket spring options for the 250 SX: yellow is stock, red opens the valve faster, and green opens slower.

Revolution: KTM EXC and EXC-F 2022 – the new generation of enduro

A completely new step has been taken by KTM in its approach to creating motorcycles for sports, in particular for motocross and enduro: in 2017, all KTM EXC and EXC-F models received a set of control electronics, traction control and became much safer, lighter and faster.

MOTOGONKI.RU, July 22, 2016 — In 2011, the Mattighofen plant concentrated on capturing the road segment of the European market and succeeded in this. Over the past 5-6 years, every year from two to five radically new products have been born in the model range, new buildings of the factory complex on Staleliteynaya Street in this small but world-famous Austrian town have been growing like mushrooms after rain; R&D has received its own building department, the KTM Racing division has its own home. Finally, KTM Factory Racing is preparing to enter MotoGP in 2022 as an official two-rider factory team, with plans to have a satellite team by 2018.

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All these years, KTM has not forgotten about off-road. Although the successes of the world's KTM pilots in MXGP have not been so noticeable in the last couple of seasons, in enduro and rally raids, in particular at the Dakar rally marathon, the motorcycles created on the 5th production “special” line of Mattighofen had no competitors . From 1990 to 2015, the plant took a total of 110 world titles, and this year brought this figure to an even 111.

KTM EXC 250 (2017)

Not evolution, but revolution

It's time to return attention to the off-road area! The first sign of switching priorities is the new line of KTM EXC and EXC-F MY2017 enduro motorcycles, created literally from scratch.

KTM EXC 250 (2017)

KTM will have six new off-road motorcycles in its 2022 lineup, both 2-stroke and 4-stroke: KTM EXC 250 and 300 (2T), EXC-F 250, 350, 450 and 500 (4T).

Plus, each version of the motorcycle will also have a charged version - KTM Six Days Enduro in honor of the 6-day endurance race ISDE 6 Days Enduro, which has been held annually since 1913 and has been repeatedly conquered by KTM pilots. Each year, the model's graphics include the country where this historic race is held: the 2017 bike features "SPAIN" (Spain), so there is no confusion with previous versions!

KTM EXC 250 Six Days: in 2022 - this is Spain, in no way to be confused with other versions!

This version includes a full set of additional Power Parts tuning, a special memorable color scheme and is aimed at those who are going to use the motorcycle 100%. Moreover, the cost of the motorcycle ends up being much lower if you take the basic version and try to attach all this equipment to it separately, which should attract more customers.

I would like to immediately note that the youngest models with 125 cc engines. left the stage due to the fact that, well, it’s impossible to fit them into the new EURO4 environmental standards, which come into force on January 1, 2022 throughout the EU. One can only wonder how engineers from Austria managed to stay within these rules when introducing new products with 250 cc engines, especially 2T!

KTM EXC 250 (2017)

Key changes

Firstly, having achieved significant success in elite sports, KTM once again sets its sights on the amateur market. In 2015-2016, the first step in this direction was taken, when the company began to equip its motocross and enduro motorcycles with air forks, which are much more convenient to set up - for the majority of amateurs who do not have support teams. Secondly, ergonomics and design are aimed at reducing pilot effort during long-term operation in modes with a wide variety of loads. The seat has taken on a smoother shape and is 14mm lower front and rear; the linings have become narrower and more compact, the tank is easier to hold with your knees, and the engine covers have received a special coating that prevents abrasion from constant contact with the hard linings of powerful enduring motorcycle boots.

New No-Dirt pegs: 6 mm higher than on the KTM SX motocross; dirt cannot jam the mechanism

The footrests and pedals are all made in the No-Dirt concept, that is, they are not just self-cleaning, but are made in such a way that dirt cannot get into the bracket and block its mobility.

No-Dirt Footpegs: KTM EXC and EXC-F 2017

The third in a row, but the first in essence: the weight distribution has been changed, the mass centralization of the motorcycle has become an order of magnitude better, everything, literally everything has been made lighter, and the engines have become even more powerful. The EXC series motorcycles were already close to ideal in terms of power-to-weight ratio and overall layout, but the engineers managed to find new loopholes to rework literally every detail. In general, everything was created from scratch, and not with the aim of refining existing components.

KTM EXC: still more compact and lighter, even the battery is only 1 kg!

Even the battery is now a full kilogram lighter: the KTM EXC and EXC-F models use a Li-Ion battery of minimal weight, but powerful enough to start even the largest 500 cc engine after a long period of inactivity or when hot. But KTM says goodbye to kick starters on 4-stroke models: in stock, not a single model has that element for which the KTM abbreviation was mockingly deciphered “kick ten minutes.” But the Kickstarter Kit as an additional option can be purchased additionally and installed on the EXC-F 450 and 500 from September this year.

Well, the main thing, probably, was the introduction by KTM engineers of a full-fledged electronic traction control and launch support system, which has never happened before. More on this below.

KTM EXC 250 (2017)

Chassis

The frame of the KTM EXC and EXC-F was created, like everything else, from scratch and is significantly different from the previous version, even visually. The engine sits differently in it, which contributed to improved mass centralization and, therefore, easier handling. The engine mounting brackets are made of aluminum alloy, lightweight and help transmit less vibration to the frame. The new frame design provides 20% more torsional rigidity while providing 30% more flexibility to the overall chassis.

KTM EXC 250 (2017) without plastic and tank - chassis and engine

The key change is the new WP XPLOR 48 fork and XPLOR PDS shock. In total, both units provide a saving of 950g, making the chassis lighter by 2.5kg.

New fork stays WP XPLOR 48

The XPLOR 48 features a much simpler (no tools) adjustment of compression, rebound and preload. Rebound (red selector) is adjusted in the right chainstay, preload (white selector) in the left. The fork legs, like the shock absorber, have a progressive characteristic with a “hydrostop” function, which prevents a hard impact when the shock absorber is fully folded. The rear shock absorber is built using a linkless design, although it provides progression due to the internal design.

WP XPLOR PDS linkless progressive shock absorber design

By abandoning the lever system, which was retained on the KTM SX-series cross-country bikes, the factory solved one of the main problems - the issue of ground clearance, which becomes acute as soon as a motorcyclist tries to get over any obstacle, for example, a log. As soon as you put the motorcycle on its belly, the first thought was how to preserve the suspension arms - they are aluminum. Now this place is empty - climb to your health!

Engines

The power of the most popular 4-stroke KTM EXC-F engines is growing before our eyes every year, while their weight is also rapidly decreasing. If we draw analogies, then at the time of the birth of a new concept, for example, EXC-F 500 in 2000, this engine weighed 35 kg and produced only 50 hp, and the 2022 model weighs only 30 kg and now produces an incredible 65 hp. With. The KTM EXC-F 250 at its peak has become 2 hp more powerful than last year’s version. and reached 40 hp. and 28 Nm of torque; EXC-F 350 produces 48 hp/39.5 Nm.

KTM notes that although the EXC and SX engines are based on the same concept, in fact, they are completely incompatible, since most of the CPG and drive parts are different.

2022 generation KTM EXC-F 250 and 350 4-stroke engines

The KTM EXC-F 250 and 350 are de facto the same engine, but with different cylinders, pistons and gear ratios. The 4-stroke engines received new injectors with 42 mm throttle bodies and new engine control units with a more powerful processor that takes into account not only the composition of the mixture, but also the speed and throttle position. The crankshaft, shorter connecting rod, crankcase, engine covers, a fundamentally different start and gearbox were designed from scratch.

2022 generation KTM EXC 250 and 300 2-stroke engines

The KTM EXC 250 and 300 received new MIKUNI carburetors instead of KEIHIN, which curtailed its development program and switched to injection systems. The old KEIHIN model was no longer satisfactory for the Austrian plant and could not ensure the precise operation to comply with EURO4. MIKUNI created a carburetor for KTM that fits perfectly into the 2022 kit. The engine is completely redesigned: there is also a new cylinder head, cylinder, power valve, crankshaft, starter, covers and gearbox, and also a new balancer shaft, which reduces vibrations on the steering wheel and footrest by almost half compared to models of previous years. Unlike 4T models, 2T motorcycles retain kick in their design.

Cool innovations

What cannot be found on an off-road motorcycle - a traction control system - now exists in nature, thanks to KTM, and it works perfectly!

When KTM introduced its SX line of motocross bikes in 2016, one of the big features was the ability to select ignition maps, as well as electronic Launch Control, a system that helps the rider get off to a smooth start from a standing start. Essentially, Launch Control limits the amount of torque and power that goes to the rear wheel, dosing it linearly so that the front wheel doesn't fly into the air when the throttle is wide open. When developing the 2022 EXC line, KTM engineers went further: using the algorithms embedded in Launch Control as a basis, they figured out how to make a working version of real traction control, but without resorting to installing additional speed sensors on the wheels, which is also prohibited regulations of international enduro competitions.

On the KTM EXC enduro, the mode switch and traction control can be placed on both the left and right

KTM Traction Control works on the principle of analyzing the linearity of the crankshaft rotation speed (RPM). The algorithm includes many variations of changes in dynamics, including jumping and overcoming various objects. When a clearly unplanned increase in speed occurs, the ECU gently changes the ignition timing, thereby smoothly but quickly limiting the power supply to the wheel. In KTM's press testing in early July, the number of crashes due to rear wheel spin and loss of track contact was significantly reduced to zero compared to trying to ride with TC off (yes, it's completely switchable, like on all KTMs). ). This is a big step towards amateur pilots and a help for beginners! Proriders may not enable TC or may disable it. In general, in the basic factory configuration this option is permanently enabled. To turn off the traction and also be able to choose between two piloting modes (“standard” and “aggressive”), you need to install a mode switch. In the Six Days version, this important option is already included in the package, so the motorcycle can be considered 100500% complete.

New radiator shape and fan for KTM EXC 250/350/450/500

Chips

Requests from customers and reviews from test pilots of specialized publications do not pass by the KTM R&D department. The 2017 model takes into account many wishes. First, KTM carried out a recall campaign, completely replacing the spokes and wheels on last year's models, which blew out on hard landings. The new model uses different spokes that can withstand heavy loads without adding weight.

Removing and installing the face on the KTM EXC 250? Clamp with clip: once and done!

Secondly, the plant now installs quick-release headlight “masks” on its enduro bikes: Alexey Kochalaevsky, a leading specialist at KTM Russia, demonstrated how you can remove and install back the entire “face” on a count of 1-2-3. KTM has also released an additional accessory for those who participate in night enduro racing - a “muzzle” with a powerful LED headlight, which provides three times more light with the same consumption. However, this accessory is certified “off-road only”, that is, in Europe it is not allowed on public roads due to too much light.

Now the speedometer cable is securely fixed and located next to the brake line: do not get caught, do not fray

Finally, a very nice innovation: the speedometer cable, an integral part of a road-ready enduro bike, is safely locked into the same tire as the brake line.

The speedometer cable and brake line are connected together and secured along the left stay: securely and without any chance of snagging from the side

Flexible tubes are fixed on the left feather, which ensures that there is no hint of fracture or abrasion on moving parts, as well as snagging on foreign objects.

Replacing the air filter on your KTM EXC 250 in seconds and without tools. But with foolproof protection!

The grips on the KTM EXC are replaceable and easy to remove and install, as is the lever protection. Changing the air filter, which had some issues last year, is now done in a matter of seconds. Moreover, it is simply impossible to install the filter incorrectly: it will not fall into place, and the lid will not slam shut.

KTM EXC 250 (2017)

Total

The entire 2022 KTM enduro range is new motorcycles designed from scratch and keeping in mind the latest trends in the market. EURO4 requires factories to reduce emissions and efficiency, and they, on the contrary, make ever more powerful and powerful engines - everything is on the path to radically increasing efficiency. Japanese companies, in particular Honda, took this path five years ago, but in terms of the off-road motorcycle market today they are significantly inferior to KTM in efficiency and concentration of technology. So if you are looking for a new 2022 enduro model, the KTM representative office in Russia is already ready to sell it to you! Motorcycles are in stock at the company's warehouses. They are already being bought, especially from the regions.

The engines are lightweight, as is the chassis, which made it possible to reduce the total weight of the motorcycles from 2.1 to 5 kg per revision!!!

Detailed technical specifications can be found on the official KTM Russia website

Fork KTM 250 SX 2022

On the outside, the WP XACT fork on the 2022 KTM 250 SX looks identical to previous models, but on the inside it has been significantly revised and improved.

Firstly , early versions of WP air forks were characterized by rough mid-stroke performance and difficult to tune. Modern WP XACT forks are not like that: new air and oil transfer ports and slots have radically changed the character of the WP XACT. As the fork moves up and down, pressure no longer builds up, and it doesn't become stiff and rough as it compresses, because excess oil and air are vented to the top, making it soft and predictable.

Secondly , the middle (aka intermediate) valve in the fork previously did not have a stack of washers - WP was unable to select the material and thickness of the washers so that they would not bend or tear. Only the base valve was involved in smoothing. But now the intermediate valve has a floating spring-loaded stack of washers.

Thirdly , a damper washer from four-stroke forks, which served as a source of inspiration for WP designers. At 4t it bends into the cavity under the intermediate valve, relieving pressure peaks at the end of the stroke. For two-stroke motocross forks, WP was able to create a thin washer system in which a spring is installed under the lower washer of the intermediate valve, allowing the thin washers to withstand the rigors of motocross riding without damage. As a result, standard two-stroke KTMs are now equipped with air forks with washers on the intermediate valve, like on four-stroke models, but with a floating valve instead of a damper washer, which opens a small gap at the beginning of the stroke (at low speed oil flows through it), and when the compression speed of the fork increases; under the influence of leaking oil, the washers begin to spring (bend), smoothing the stroke of the fork.

2022 KTM 250 SX Handling

A peppy engine, soft suspension and light weight make the KTM 250 SX a great, professional motocross bike. It has true two-stroke character, not neutered to please newbies, and for those who have not ridden a big two-stroke before, the first lap on the KTM 250 SX will be a real revelation. He gets on the rear, spins it, rips it in the corners and knocks the wind out of the rider until he learns the secrets of two-stroke riding. This thing weighs 95kg - it is so light that you can even pump less pressure into the fork air spring than according to the manual, and it steers amazingly quickly, provided, of course, that you have learned to get along with its explosive motor. Some models need a special approach in terms of the engine, others - in terms of steering, and in the case of the KTM 250 SX, the steering is impeccable, the suspensions work perfectly at the factory (or almost factory) settings, but you have to tinker and struggle with the engine, get used to it and study it. And that's very cool.

Review of two-stroke enduro KTM 250 EXC and KTM 300

to write this review of the KTM 250 EXC and KTM 300 for a long time, and now it’s finally here. I understand that it’s hard to take seriously what a non-man writes about the technical part of motorcycles. But here the choice is yours, as they say: “if you don’t like it, don’t eat it.” Until 2010, KTM two-stroke enduros were exotic in Russia. Alexey Naumov – our “Dakarovite”, Vasya Burtsev from Cannibal Racing – these are, perhaps, all the more or less well-known personalities of their owners. My first acquaintance with 2-stroke enduro from KTM took place 4 years ago. Despite the fact that it was a KTM 200 EXC - not the most optimal motorcycle in terms of versatility, I immediately got into its essence. Lightweight, manageable, comfortable – just a dream.

The dream came true with the purchase of a brand new KTM 250 EXC . Since then I have already had several models with this index. Plus, I managed to ride the KTM 300 quite a lot. In addition to renting motorcycles in Montenegro, Ilya (scoob) kindly shared his experience in operating the same motorcycles. The question of what is better than 200, 250 or 300 will be discussed below, but now I’ll just talk about the strengths and weaknesses of these enduros. KTM 2-stroke enduros are homologated for public roads and equipped with a full range of lighting equipment and a sound signal. When you buy a new motorcycle, don't be surprised when it doesn't run. Of course, with all the limiters, its power does not exceed 20 hp. When you remove the limiter in the carburetor, change the jets and needle and - most importantly - the resonator, then it will be a sports enduro. Everything needed for this transformation is included with the motorcycle.

According to the manual, the piston must be changed every 20-40 engine hours at 250/300 (at 200 and even more often). All this is true for real racers. Under dummies and tourists, this interval can be safely increased to 100 hours. With a couple of important clarifications. Remember: chronic overheating can make significant changes to the picture of the average resource. When overheated, the piston seizes and it begins to tear off the nickel from the cylinder. How do you know when antifreeze is boiling and it’s time to cool down? According to the visually observed steam. The antifreeze discharge from under the plug valve goes straight to the resonator. An ingenious design solution.

If you forget to add oil to gasoline once, you will change half the engine. The manufacturer recommends adding oil for mixtures with gasoline for engines 250 and 300 at 1:60 (for 200 engines, more oil is needed). For difficult conditions, namely full throttle on sand, it is better to pour 1:40. If you follow the principle of not spoiling porridge with oil, then unburnt oil will quickly kill the muffler packing and be deposited in an even layer inside the exhaust system. But it’s much worse that the excess cokes the shutter mechanism at the outlet (its drive is mechanical). And then it can get stuck in one position: either the pickup will disappear completely, or there will be no traction at the bottom. Overall, you will definitely notice it. There is no need to skimp on oil - only 2T synthetics and better than Motorex. A clean air filter is the key to a long cylinder life. After a dusty track, the filter must be washed, dried, and oiled. Surprisingly, not everyone knows or remembers this.

Drowning in clean water, provided that the water was immediately poured out of the cylinder and the engine was started, does not lead to sad consequences. If the water is dirty and the engine has not been started within 24 hours, then prepare to replace the crankshaft bearings at the minimum, at the maximum... there are options. Roller!!! (this is not the Japanese with ball bearings) the crankshaft support bearings are easy to change. The connecting rod bearing should be changed preventively at mileage up to 200 hours. By the way, these engine hours are counted by the dashboard, which can also count everything necessary for a classic enduro - lap time, lap distance, average speed and many more parameters. At the inlet there is a V-Force reed valve, which has its say in proper mixture formation. The thing is very reliable and efficient.

The serviceability of the engine stop button and the throttle cable require great attention. The cable is single, and its snagging in the “full throttle” position is a known phenomenon. Only a working button will save you. The engine settings for the temperature of the jets, needles and its position are prescribed in the manual included with the new motorcycle, as well as the jets and needles themselves. However, my experience suggests that for tourist and sports use you can get by with a standard set for the altitude of Moscow above sea level and a temperature of about 20 degrees. If the motor stops working normally in winter, it is usually (but not always) enough to change the position of the needle. This is done very simply - access to the carburetor is excellent. And one more thing about the settings. Depending on the weather, the engine may take a long time to return to normal mode. For about 15 minutes under load it will not hold idle, it will pull poorly, and then it will warm up and everything will return to normal.

These two-stroke engines have a moderate appetite for spark plugs, but it’s worth carrying a spare spark plug with you. Fortunately, it can be changed with a slight movement, and the “native” universal key for it with 3 more sizes allows you to also unscrew the wheels. Candles of the “Zhiguli” standard A-17DV. So, in the absence of “native” NGK BR7ES, it is quite possible to install automobile ones. Although there is a risk of buying a “leftist” and getting a broken electrode.

The resonator pipe is the weakest part of a 2-stroke engine. The nature of the thrust depends on the resonance processes in it, and it turns out that if you crush the pipes on stones, you will lose thrust at low speeds. If you bend it somewhere else, the middle will be cut off. Straightening pipes is a creative activity and a limited number of approaches, so it is better to install protection. Remember, by buying a new pipe, you can buy a completely new character for your engine. The box does not break (especially gifted owners - “terminators” do not count). 600 engine hours is not the limit of its mileage without any repairs. How to achieve this? Change the oil every 50 hours and check it immediately after serious fords and drownings for emulsion. The color of the oil is coffee with milk, or even worse than milk, indicating that there is still a chance to save the numerous bearings of the box by changing (sometimes multiple times) the oil.

The brakes on the motorcycles are wonderful, reliable and generally worthy of all praise. Possible troubles: if the motorcycle falls and overturns, the brake machine may catch air, and then you will have to bleed the system. This happens extremely rarely. On long, protracted descents, the fluid may boil and, as a result, the brakes may temporarily disappear. Prevention, but not 100%, is the timely replacement of brake fluid of appropriate quality.

Under proper ownership, the basket and discs are very durable, even taking into account the fact that in many conditions you have to constantly press the clutch. Hydraulic clutch machines can be Magura (on old ones) or Brembo (on new ones). It’s quite easy to break the machine or the mounting bracket and be left without a clutch - just fall with a well-tightened lever onto a log or stone. Protecting the levers does not always help. The recipe is not to tighten the lever clamp too much or install folding levers (preferably those in 3 planes)

I personally have not heard of bent frames on these KTM models, with the exception of its separate part - the shank, and this is typical for “launchers” of motorcycles into space. The tank is durable and – for better control of the fuel level – translucent (since 2010). The saddle has a standard cover – the most disgusting “shit” (and this is not a typo). It bursts from nothing. The issue is solved by durable covering from third-party manufacturers.  

WHEELS, HUBS Many people do not know that spokes need to be tightened regularly. Otherwise, over time you will have to change the hub. Wheel bearings, if you do not pour water under pressure from car washes into them, are very durable. On clean routes, for example in Montenegro, they run for more than 150 engine hours. On dirt tracks, 50 hours is the limit. Of course, you can disassemble them and change the lubricant in them, but a new set costs quite a reasonable amount of money.

The most reliable part is the one that doesn't exist. There is essentially no suspension in enduro. The lower shock absorber hinge and the upper one are the entire rear suspension. The lower hinge, exposed to any dirt, lives less than the upper one, and its service life depends solely on the number of washes. The forks are not distinguished by their “snotty” character. To extend the life of the fork seals, you need to periodically lower the anthers down the stay and clean out the dirt from under the seals. This is done with a special plastic strip or a neatly cut piece of a plastic bottle. It is advisable to install bleeders (bleeder valves) in the fork to help bleed excess air from it.

Electrics are not the strong point of these enduros. No, there are no serious problems with the blocks and relays, although the ignition block can be broken by falling on rocks, but the wiring itself is poorly laid and insulated, especially considering serious vibration loads. After 200 hours, jambs often appear due to frayed wires. The light bulb in the headlight has a rare base, so it is better to have it in stock. The biggest problem with electrics is the electric starter. Due to moisture and dirt, the starter stops working very quickly. Moreover, shamanic dances with tambourines and replacing spare parts may not help. There are, however, folk remedies for filling one of its cavities with oil, but even here the result is not guaranteed.

All fasteners are unscrewed from vibrations. It needs to be checked and tightened regularly, or even better, everything needs to be sealed with thread sealant. The quality of the fasteners is quite decent.

When Bigger Isn't Better What can you recommend? Use the starter less often, but at the same time regularly, and also disassemble and reassemble it more often. Do you know the secret of the reliability of the Kalashnikov assault rifle? Exactly! Disassembled, cleaned, lubricated, reassembled. Everything is the same here. Since the 2014 model year, changes have been made to the design of the starter and, perhaps, it will become more reliable.

So which is better among the “red” two-stroke enduros – 200, 250 or 300? It depends on what for. If you don't ride in the mountains, then you don't need any of these motorcycles at all. Take the 4T and get pleasure, not diluted by the hassle of mixing gasoline, lack of engine braking, and a small power reserve. It’s true that you will lose both the bad and at the same time the perky pick-up.

In the mountains, the weight of the motorcycle comes first, and partly its ability to overcome stormy fords. The KTM 200 is a very light motorcycle, but the lack of an electric starter (until 2012) and low torque makes it a specific enduro. Or rather, this: under an experienced rider who knows how to take climbs at speed, dose traction, pushing the clutch, he will behave with dignity, but he will probably drive dummies-tourists to hysterics.

But the difference between 250 and 300 is very clearly described by Ilya scoob: “The 250 doesn’t have the same traction as the 300. That’s why they take the 300. And when you really hit the hard track, you'll understand it. Plus, at an altitude of more than 2 km, the 300 does not lose so much traction itself, but these are already working moments... The main thing is traction, which allows you to go up hills in second gear where the 250 uses first gear and clutch...”  

Despite the advantages of the 300, I will never take it because of 2 points: it consumes 1.5 times more gasoline than the 250, and its 9.5 liter tank is enough for 60-70 kilometers. I’d rather suffer in the mountains, but I’ll have a range of 100-110 km in tourist mode!!! But 2t has its own jokes. Once, on a 250, a full tank lasted 24 km. It was a winter raid, where you had to drive through snow-covered fields in “glider” mode - constantly keeping the front wheel above the snow. And the second point is that where the 250 doesn’t even think of boiling, the 300 is already in full swing, and what this leads to, see above in the engines section. And the 300 has more vibration.

Any final words? Enduro 2T from KTM is immediately equipped with real “combat” components. Ready to Race - “ready to race” - they write on them for a reason. These motorcycles can be disassembled with a few keys; no “tricky” special pullers are needed for anything. Access to all components is excellent, but what can I say if you don’t even need to remove the radiators to replace the piston. Another plus is that the price of most spare parts is quite reasonable, especially in comparison with the Japanese. But this is not the main thing. KTM enduros are very easy to ride, obedient, you don't have to push them into a turn, they just follow your thoughts and give great pleasure from riding them.

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Cons of the 2022 KTM 250 SX

• Knitting needles. Everything is as always: they spin up, especially on a completely new motorcycle. Tighten them before every ride.
• Rear brake foot spring. She constantly tries to jump out because her bottom hook sticks out and is pushed out by the shoe. It also likes to tear during sudden movements, and when this happens, change it to a Honda one, it is stronger and wrapped in rubber, which additionally protects it from damage.
• Motor. When the engine is so angry, you expect harsh highs from it, but it runs out of steam sooner than necessary. Give him a boost, do you hear?
• Breaking in the fork. On the new KTM, the suspensions work disgustingly, and until you run them for several hours in real conditions, all kinds of oil seals and other seals do not work smoothly enough, periodically slightly wedging. The new fork will seem rough and hard at first, but when it gets used to it, it will become soft and comfortable. And always release excess pressure through the bleeder valve on both stays.
• Oil change. The 250 SX does not have a sight glass to check the oil level like on four-stroke models. Instead, you need to remove the rear brake pedal spring and remove the 8mm bolt from the drain hole. If it drips, everything is fine. It's an idiotic system, really.
• Price tag. The 250 SX costs $8,500, a hundred more than last year's version. That's $1,800 less than the four-stroke KTM 450SX, but $700 more than the Yamaha YZ250, $600 more than the new 2022 GasGas MC 250, and $100 less than the Husky TC250. However, given the complete lack of mechanical upgrades on the 2022 250 SX, the $100 difference could only be explained by parts supply difficulties due to Covid.

Pros of the 2022 KTM 250 SX

• Weight. 95 kilograms is no joke.
• Pendants. The WP XACT on the 250 SX is truly a NEW air fork like the world has never seen before. It is because of these forks that the Japanese motorcycle industry is slowly returning to the idea of ​​​​using air forks. The shock absorber matches it very well.
• Regulators. It's nice that they can be turned with bare hands, without screwdrivers.
• Stars. Finally, 14/49 is in stock.
• Brakes. Brembo, which is more than enough for such a light motorcycle.
• Aesthetics. The orange frame is unique in its own way, because it doesn’t happen every year.
• Power valve. Being able to customize your character is a great thing.
• Air filter. It's base-mounted and easy to change, so you'll no longer have any excuses for replacing it too infrequently.
• Reinforced brake and clutch lines. Do I need to explain?

About six months have passed since purchasing this device. I switched to it from the fierce Chinese Kayo T2. In this post I want to write the pros and cons of this endurik, because... I didn’t really find anything about it before purchasing it. Just general information on the type: KTMs break down and KTMs are expensive to maintain. And on the other hand, everyone shouted that KTM is a thing, we must take it. All. I didn’t find anything else (maybe I was looking in the wrong place). Let's move on to a mini-review of its advantages. I compared it with my previous motorcycle and the motorcycles of my friends with whom I ride. -HYDRAULIC CLUTCH is stock on the 2007 model. Incredibly soft and informative release. For six months it did not cause any problems. Judging by the machine itself, it has been working properly since 2007)) For example, the Honda CRF250-450 of the same year comes stock with a cable. KLX 250 - also a cable. -BREMBO BRAKES are also stock. Front and rear. Calipers and brake machines with cylinders. After I rode all my friends’ bikes, I realized that the KTM has mega-informative brakes. Everyone who rode it noted this. The cost of the pads is from 700 to 1500 rubles, depending on the manufacturer. When I drive almost every Saturday, it lasts for a long time, I changed the pads when I bought the bike, and I’m still driving. -The PLASTIC of this motorcycle is a thing. There were many encounters with the front wing trees. The wing arches and looks into my eyes, and when you move the moto away from the tree, it simply falls into place. Moreover, there are no creases left, no white stripes either. The tail is the same as the courses I tried with hard landings, it withstood everything. Also very scratch resistant. -I have never tightened the SPOKES during the weather... because they do not loosen. Hobby partners do this every few rides. The needles are very thick. Especially in comparison with Kayo T2, there they looked like strings. Same thing on KLX. -The weight distribution on the moped is ideal, these are the first words of any person who has ridden it. You can really feel that all the weight is concentrated somewhere in the area of ​​the pegs. This allows you to steer and maneuver with the ease of a bicycle. -PROGRESSIVE REAR SHOCK ABSORBER. Many people write that this is complete bullshit... I don’t understand why. There is no progression hanging from below, so there is no need to service it. The shock absorber, of course, also needs to be serviced, the bushings with bearings at the mounting points must be changed, for example. I changed it. Spent about 30 minutes. You can't handle progression in 30 minutes. The softness of the suspension is certainly captivating. So far, not one endurik has given such sensations as this one. -FILTER-BOX, or rather the availability of the filter and the ease of replacing it. But now almost all motors have an affordable and quick filter replacement.

I'll write down the disadvantages: -FUEL CONSUMPTION AND SMALL TANK. A 6-7 liter tank can be rolled out very quickly. I will already run out of gas, but my kids will still ride and ride... The last time it was enough for a 60 km drive. Before that I spent 40 km. Everywhere driving through the forest. -HEADLIGHT. He's gone. It just shines on the wheel. Replace immediately if you ride in the dark. I don’t drive at night and don’t change. -TUNING PRICE. There are a lot of tuners, just a great variety. But the range is only in Europe and America. Accordingly, the price and delivery are steep.

I would love to insert photos, but I didn’t figure out how to insert them, so nothing happened. You can see how we ride on our Youtube channel - Enduro KRD Thank you all!

Recommended Settings

As always, a regular tie will help you match the pressure in the fork to the weight and load: you need to put it on the fork leg when unfolded, and when the fork folds, it will move the tie a certain distance. So, with the correct pressure, there should be a margin of 3.5-4 centimeters of travel before breakdown (up to maximum compression). After this, start turning the compression adjuster until you reach maximum comfort. Don't expect the fork to work as it should on a completely new motorcycle - it will definitely require breaking-in and break-in. For serious racing, the following settings are suitable:

Fork

Pressure: 10.2 bar/148 psi (stock: 10.4 bar/151 psi)

Compression: 12 clicks (for intermediate and above average skills), 16 clicks (for slow and light riders)

Rebound: 12 clicks (16 for slow and light riders)

Fork height in traverses: second line

Attention: do not play with the pressure and regulators until the rear suspension has been adjusted, the pressure has been checked and the air has been bled from the bleed valves on both stays. On hot days, the pressure in the fork will increase as it warms up. Check it periodically and bleed it.

Shock absorber

The WP XACT rear monoshock is easy to adjust for a comfortable ride. For serious racing, the following settings are suitable (stock values ​​in brackets):

Spring: 42 N/mm

Drawdown: 105mm

Fast compression: 1.5 turns (2 turns)

Slow compression: 15 clicks

End call: 15 clicks

Attention: for better grip, you can set the fast compression to 1 turn.