VOL. 51 ISSUE 47 NOVEMBER 25, 2014 P47
designed with both the begin-
ner and experienced off-road
rider in mind. It does, however,
tilt a little more toward a trials
bike (but with a seat), because
of its quick throttle response,
slim build, strong bottom-end
power and lightweight design. It
weighs in at just 201.8 pounds
without fuel, according to KTM.
The Freeride's engine is based
off KTM's 250 XC-W but is 4.4
pounds lighter and has a few sig-
nificant changes. For one, it has
no exhaust power-valve. Since
this bike is designed for generally
slower speeds and not racing, it
doesn't really need one. An all-
new cylinder with revised ports
and piston, however, add up to
an early arrival of peak horse-
power, right around 4,500 rpm.
Transmission is a six-speed
but has shorter ratios through
the first five gears compared to
the XC-W, and has an extra-tall
sixth gear, which acts like an
"overdrive" gear. Similar to the
250 SX motocross model, the
Freeride uses a Coil Spring Steel
(CSS) clutch with a steel clutch
basket. It has a new clutch pack
and springs that are softer than
the SX's. It's designed that way
BY JASON ABBOTT
PHOTOGRAPHY BY JUSTIN DAWES
T
he KTM Freeride model
has been available to the
European market for a
couple years now in both street-
legal electric and 350 four-stroke
forms. But in 2015, for the first
time, the U.S. will see an off-road
version of the Freeride—the 250
R two-stroke. And we couldn't be
more excited!
So what exactly is the Fre-
eride 250 R? It's a non-street-
legal two-stroke that is part en-
duro and part trials bike, and it's
The Freeride
