VOLUME 59 ISSUE 11 MARCH 15, 2022 P113
bar is a toggle switch that operates
(turns on or off) traction control,
launch control and the new quick-
shifter built into the KTM's Pankl
five-speed transmission.
Like the 450, the 250 features a
quickshifter for clutchless upshift-
ing. Quickshifter technology is
nothing new, but it is in motocross.
When quickshifter mode is turned
on, a sensor inside the shift drum
feels pressure on the shift lever and
momentarily cuts the ignition for the
shift. This allows the rider to change
gears from second on up without
backing off the throttle or using the
clutch. Downshifts, however, are not
influenced by the quickshifter.
The 250's DS clutch gets a new
basket; the entire clutch system is
now the same as the 450's.
Walk around the new 250 SX-F
Factory Edition and you will notice
all kinds of cool stuff, still including
goodies from KTM's PowerParts
catalog. You'll see the new grip-
WP Xact AER (air) fork and WP Xact
single shock did, however, get a fair
number of smaller updates besides
the usual setting changes that coin-
cide with the chassis mods.
The engine, which is more com-
pact than before and designed and
molded specifically for this new
frame, has been rotated backward
two degrees which lowers the coun-
tershaft sprocket by 3mm. According
to KTM this, along with an 8mm re-
duction in engine height, helps fight
unwanted "squatting characteristics"
when under a load, improves mass
centralization and lowers CG.
When it comes to the all-new
DOHC engine, KTM went search-
ing for more torque and midrange
performance. As a result, it gets a
larger bore (81mm versus 78mm)
and a shorter stroke (48.5mm versus
52.3mm). The engine still revs out to a
mind-boggling 14,000 rpm.
Electronics have also been re-
fined. On the left side of the handle-
(Left) It gained
some weight, but
you won't feel it.
(Bottom) The KTM
250 SX-F Factory
Edition got all the
same mods as the
450, no waiting
for next year.
