Cycle News - Archive Issues - 1990's

.' RIDING·lMpRESSION·· 1996 KTM 250SX By Kit Palmer Photos by Joe Bonnello ou've probably heard the term "BNGs." It's the abbreviated way of saying Bold New Graphics, three words the manufacturers love to use in their new-model brochures to describe yearly graphic c;hanges, even if those changes were hardly bold at all. There have been exceptions, however. Suzuki used the term accurately in 1990 when they introduced the ostentatious "paint-splattered" look of their new line of RM motocrossers. It truly was a "bold" move. Now, KTM can use the phrase with accuracy after changing over from a white to an all-orange color scheme on their entire line of KTM motorcycles.· Yes, orange. This was indeed a bold move on KIM's part but an understandable one. How many times have you sat in the grandstands at a Supercross race or at <\ local motocross watching some guy on a Y It) 0\ 0\ o Yamaha YZ-something launch over the doubles when you realized later that he was in fact mounted on an Austrian-built KlM? You're not the only one. The two predominately white brands of motorcycles look remarkably similar from a distance, and the folks at KTM didn't like that one bit, so they decided to give their motorcycles a look all their own, never mind that Yamaha changed its color scheme for '96 as well. But what color could KlM change to? Red, yellow, white, green and blue (the' factory Yamaha race bikes) were already taken. That pretty much leaves - orange. We have heard many comments at our local tracks about the new color of our (Right) KTM will not worry about their bikes being mistaken for Yarnahas anymore. A newallorange color scheme assures that. (Below) There Is no . shortage of power here. The new KTM 250SX hits harder In the mlddle.of the po~rband end pulls well on top. BOttom end was sacrificed. KTM test bike and most of those were favorable, while a few adamantly voiced their opinion against the orange coloring, which, by the way, isn't going away soon. "It's our new look," said a KlM spokesman. "It's here to stay." In any case, there is no denying that KlM has solved their identity crisis. But don't think for a moment that you can run down to your local KTM dealer and order a bunch of orange plastic for your suddenly outdated-looking white KTM and instantly have a '96 model. All of the '% KlM's.feature more than just color changes. In fact, most of the bikes have all-new motors like in the KlM 250SX we recently got our hands on. The motor is so changed that very few parts are interchangeable with the '95 model. For all intents and purposes, KTM's goal with their new SX motor was to duplicate the performance of the Honda CR250's powerplant, something all of the manufacturers have been tryiI)g to do for years. Basically, KlM came to the conclusion that they had gone as far as they could with the "old" motor and decided it was time to take what they had learned from the previous powerplant - a good powerplant at that - and apply that knowledge to an all-new motor. In one way or another, KTM engineers reworked nearly every part of the SX's motor, concentratiIi.g on increasing midrange and top-end performance. The entire cylinder is brand new, including the head, porting specs, power-valve assembly and piston. The new piston features a flat-top design and is constructed of forged aluminum-silicon alloy that is lighter and said to be three times . stronger than most traditional cast pistons. It is also 3mm shorter than before. The new cylinder is fed, via new Boyesen reed valves, by a 38mm PWK Keihin carburetor which features a ventilation tube, designed to improve acceleration and eliminate hesitation after hard landings and through long sections of deep whoops. T/te spent gasses are expelled through an all-new exhaust pipe that is now chrome-plated, giving the bike a nice, finished look. A complaint we had last year was with the KTM's clutch, which didn't have great feel. KTM addressed this problem by changing the friction material of the sintered clutch plates, which KTM claims improves quality tolerance for more consistent performance. The ignition has been readjusted for a different curve, said to result in better response at lower rpm and increased power output throughout the range. The SEM Kll generator KlM uses in the SX has an improved stator and a new backing plate said to increase the entire ignition systein's durability. The chassis features many significant changes as well. In the suspension department, the SX (as do all of the '% KlM models) returns sporting the noninverted Magnum fork, now with 20mm less underhang below the front axle to minimize the possibilities of hitting the lower fork tubes on obstacles, such as rocks and ruts. Internally, the 45mm fork incorporates an all-new compression cartridge designed for more progressive suspension action. Unlike last year's fork, the new KTMs come with sturdy, plastic fork-tube protectors. In the back, the Ohlins shock features new compression and rebound valve settit).gs for added adjustment possibilities. These new adjusters help out on the smaller bumps at slower speeds. Plus, the shock also features a larger-capacity reservoir with new cooling fins to help keep the shock oil operating at lower temperatures. The shock linkages are .unchanged. Though you can't tell from the outside, the front-brake caliper has been reinforced, and the brake pads can be replaced without having to remove the wheel. The frame itself is identical to last year's except for the use of wider (front to back) footpegs. Out of the crate, the SX comes shod with Michelin MP11 knobby

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