Cycle News - Archive Issues - 1990's

·----------------- tires with a new Supersprox hardenedaluminum rear sprocket and a DID chain. IS IT JUICED? ., For the past few years, the KTM 250SX has been a favorite among the Cycle News editors, especially last year's model when K1M became the first manufacture to return to the conventional fork. The bike didn't win our '95 2S0cc shootout but that didn't mean we didn't like the bike. In fact, we rode the heck out of it, mainly because when it came right down to it, it was perhaps the most fun bike to ride of the five 2S0cc MXers in our comparison. A lot of this had to do with the KTM's broad powerband and cushy suspension. But when it came to serious racing, we basically preferred the harder-hitting motors the Japanese-made bikes had to offer, and the overall better handling traits and suspension packages of the Yamaha, Honda and Kawasaki. This year, the SX is more race-worthy than ever, and much of this has to do with the SX's powerplant. While it still has what we would call a broad and wide powerband, ·the SX has slightly less bottom end than the '95 SX but makes up for it by hitting harder from midrange on up, much like last year's Japanese bikes. But does it feel like a Honda CR25O? Not quite, but close. There's plenty of power on tap there's no question about that, but the SX jlli;t doesn't have that awesome hit and controllable pull like the Honda has. Still, that is no disgrace for K1M. After all, when it comes to power, the CR2SO has been the king for a long, long time. Overall, we liked the KTM's motor and feel it is now more suited for the hard-core motocrosser who wants some bottom-end, but more importantly a hard hit at the twist of the wrist and a high-revving motor. These are all things that the SX does well, and when. it gets down to reality, if you can't win on this bike, it's probably not the bike's fault. At least not when it comes to horsepower alone. Our bike came jetted spot on, unlike last year's bike where it took a little while getting the jetting sorted out. . Perhaps the only thing we didn't like about the SX's motor was that it seemed to vibrate a little more than some of the Japanese 2S0cc MXers we have ridden lately. The slight buzz is just that - a slight buzz, and nothing to be alarmed about, but it is there. As far as the transmission goes, we had no problems shifting, something we weren't all that crazy about last year. Sure, the shifting action might have been a little notchy at first when the bike was brand-spanking new, but after a couple of hours on the bike, the transmission smoothed out and we had no complaints. The new clutch plates do, in fact, offer better feel. Suspension-wise, we were again completely stoked with the Magnum forks, which were a little harsh at first, but smoothed out after a few hours. We rated the Magnurris the best last year and they seem to have only gotten better. They soak up the small stutter bumps like they weren't there, and the forks never bottomed over the big jumps unless we tried to do so on purpose. Even then, it was barely noticeable. The back end wasn't as nice as the front but worked well nonetheless. Breaking in the Ohlins shock takes a long time and, until then, the ride is a little harsh. 1996 KTM 250SX CouI*y of origin EngIne type CoolIng.,.... CylInder .Austria 2-5tIoks, case-reed induction Water-cooled MahIe NikisiI COBIBd Em..t 7VC Twin VaNe ConI1rJI power-vsIve Bore ............•............................ .OT.5mm s~ S1roIl8 ..............•......•................. .69.5mm D1l1P1lC8111111t .........•....................... .248.6cc Tl'IIl8m118ion S-speed, close ratio FInII drive 14150(3.51: 1) #520 DID chain AGKBA8B3 Fuel ClIPlICfty .........•.........................2.4 gal. CIrbIntDr .......•............. .Keihin PWK 38mm D slide IgnilIon SEMKC Comet, Digi1al Con1rol FrIme type . .Chrome-moly single downtube, split doutJ/e cradle; aluminum SIJbframe Fork KTM Magnum 45mm notHnvet18d fftInI tnMII 11.8 in. AlIre 26.5 degrees FnInt bnIIre 102 in. disc, double pistDn caliper, organic pads Front tint Michefin UP". 9(190 x 21 in. SIIoc:k Ohlins. type 3A, ext8maJ rebound and compression .......... lrIveI 13.3 in. "-1lI'lIIllI 8.85 in. disc. single piston caliper, organic pads Rllrtlnl Miche/inMP1', 131170x 19 in. SlIIIIl height 37.2 in. ........ .............•.•....•.•....•.•.......51.8in. Ground a..a 15.2 in. CIIImed dry WIIghI ......•.....•......•....... 219.41bs. Sc ggUlJd IIlIII price $5348 SpIrk plug of (Top) The chrome-plated exhaust pipe gives the SX a clean and finished look. (Above left) Wider tootpegs are a nice touch. (Above) The motor Is brand-new from the ground up. Hardly any perts are Interchangeable with the '95SX. (Left) The non-Inverted Magnum fork Is back and, believe It or not, better than ever. The underhang has been chopped by 20mm. We fooled around with all the adjustments until we came up with a setting we were happy with, but have yet to come up with the perfect combination. For now, we are quite happy with the K1M's suspension as is and wouldn't hesitate taking it to the local races - even Carlsbad Raceway. Basically, the back end is pretty stable and predictable. It might move around a little bit accelerating out of rough turns and down whooped-out straights, but rarely does the back do big swaps and scare you to death. Overall stability is good and headshake isn't a problem. One thing the 5X does exceptionally well is jump. The bike is very predictable on the takeoffs and, once in the air, maintains level flight pretty much on its own. Little input is needed to make midair corrections. The SX also comers well but we did not care much for the stock Michelin tires, at least up front. Most of the riding we did on the SX took place on typical Southern California tracks - hard-packed, dry and rough - which didn't seem to suit the tires. These tires prefer moisture and loam. We installed a Dunlop up front and the front end felt much more predictable through the comers. Both front and rear brakes are plennr strong. Last year, some of our riders complained that the front brake was too touchy and grabby; this year, no one complained. . As far as ergonomics are concerned, the SX is rather pleasing. It might be a little on the tall side and the seat is, again, rock hard, but the overall layou t feels very "Japanese" - like CR, KX, RM and YZ. We greatly appreciated the wider footpegs but didn't care too much for the little plastic frame guard on the left side. We kept catching our boots on it and quickly removed the offencliilg piece. The controls are all in the right places, meaning that the levers aren't hard to reach, and have light pull and good feel. The handlebars have a bend that is easy to adjust to and the grips won't turn your hands into a fistful of blisters. We had no problems operating the rear brake pedal, either. As already mentioned, we've been a fan of the 2S05X for many years now and we still are. The latest 2505X is without a doubt K1M's best and most serious effort yet in this highly competitive 2SOcc class, and we wouldn't be hesitant to race this . bike at any track. It has the power, the suspension and the handling to get the job done. a

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