MAY 4, 2006
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The 2006 KTM 250 SX-F. |
By Danny Brault
Photos by Jason T. Griffiths and Allison Kennedy
After watching a sea of orange flood every first turn at the MX2 East nationals last year (and most MX2 West nationals), we had to get our hands on a KTM 250 SX-F and find out if it was the rider or the bike that was responsible for stealing nearly every Royal Distributing holeshot cheque.
Last Saturday, RXC’s editor Jason Griffiths and I headed down to the Turkey Point National Enduro to pick up our 2006 KTM 250 SX-F test bike from KTM Canada’s marketing cooridinator, Florian Burguet—who was also a mechanic, truck driver, and chef for KTM’s factory enduro racers at Turkey Point.
We were eager to see if the 250 SX-F was really that fast and since KTM’s slogan is “Ready to race,” we were entering our test bike into the ANQ at Auburn Hills to find out if the KTM 250 SX-F is, in fact, ready to race.
FIRST IMPRESSION
Prior to filling out an entry form, we stopped at Gopher Dunes to spend some quality time on the KTM, getting comfortable with the settings and maintenance routines before the race.
Visually, the 2006 KTM 250 SX-F is a work of art. Equipped with anodized black rims, Renthal Fatbar handlebars, wave brake rotors, a hydraulic clutch, anodized outer fork tubes, CNC-machined triple clamps, one-piece aluminum swingarm, quarter-turn aviation-style gas cap, and sharp detailing, the stock KTM is tricker than many factory teams’ bikes.
But the KTM 250 SX-F isn’t just stylish, it is also practical and easy to work on. For instance, no tools are necessary to remove the air filter—just pop off the left-side airbox panel and the filter is right there. It’s easy to remove, easy to clean and easy to reinstall without knocking bits of dirt into the airboot. KTM has also placed the sparkplug on the left-side of the cylinder, so there is no need to remove the seat to change a plug; the brake pads can be changed without taking off the wheel; and the WP shock can be removed with just two bolts.
After wiping the drool off of our chins, we suited up and hit the track. Jason was up first, and having not ridden since … well, since two-strokes were competitive, it would be interesting to hear his thoughts on the KTM.
" I think you’re gonna like this bike, Giver. It’s fast,” Jason said smiling as he rolled in from his first riding session.
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The 250 SX-F thumped through the deep, sandy berms at |
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Photo: Allison Kennedy |
A proud owner of a CRF250R, I’ve come to the conclusion that it is one of the best bikes ever—actually, I say that about every bike I’ve owned. I guess you really are only as good as you’ve tested. Having ridden a KTM 125, 250 and 450, I was already familiar with the Austrian-built machines and always found them to be a pretty solid motorcycle, especially the 450. But none of them has had as much hype and anticipation surrounding them as the 250 SX-F.
As I rode out onto the Dunes track, I played with the clutch and brake levers, trying to get situated on the KTM, but it felt a little awkward. Compared to my Honda, the KTM sat a little taller and I was sitting more over the bike. Also, the seat foam is stiffer and narrower, causing me to feel a little uneasy due to my recent groin injury. Fortunately, after a few corners, I instantly found my comfort zone on the 250 SX-F and the awkwardness and uneasiness drifted away.
Once settled in on the 250 SX-F, I was impressed with two things: cornering and power. Railing around the deep, sandy berms of the Dunes was effortless on the KTM. As far as handling, it really didn’t feel much different than my Honda. The bike turned when I wanted it to, and seemed to follow the bermed corners without wandering, although the front end did have a slight, twitchy feeling to it. The slim chassis made the bike feel very light.
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Photo: Allison Kennedy |
When riding most 250Fs at the Dunes, I usually find myself shifting to third gear before I’ve exited the corner to keep from over-revving the bike. But while riding the KTM, I was able carry second gear through most of the corners and then shift into third on my exit, never hearing any angry engine sounds. The 250 SX-F doesn’t punish a rider too badly if they choose to find 13,500 rpms, but it’s best to short-shift and take advantage of the bike’s meaty midrange. The 250 SX-F really is a rocket. I would come off of the 250 SX-F and jump back on my CRF250R, and it felt like I had just switched from a mini-450 to a 250F.
The suspension worked well on the KTM, and it tracked straight over the whooped out straightaways and around the rough, fast sweeping corners. After putting about two hours on the bike between Jason and myself, we loaded up the orange rocket and took it back to the shop to prep it for the race at Auburn Hills.
RACE IMPRESSION
I was pretty excited to race a KTM for the first time. I felt comfortable on the bike; it was fast, it handled well and it looked cool, especially with the number plate decals that Podium Grafix kindly printed up for the project.
We had three objectives for the day: pull a holeshot (and get the photo), finish the day without any major damage to the bike and kick Kyle Keast’s butt! Just kidding. I was racing intermediate, so I wouldn’t have an opportunity to humble the Bulldozer (but he did look nervous when I pulled in with black plates).
The 250 SX-F was continuing to please me during practice at Auburn, but I was having trouble with the suspension. Over sharp-edged braking bumps the rear suspension felt harsh and wouldn’t settle enough, keeping me from charging the corners as hard as I would have liked. After practice, we slowed down the rebound and softened the compression on the forks and shock.
After watching countless junior qualifiers, 125 Intermediate was finally called to the line. Auburn features a long, fourth-gear start with a 90-degree left-handed corner into a drop-away tabletop jump. I knew I needed a good gate pick because the intermediate class was pretty stacked and it wouldn’t be an easy chore grabbing a holeshot. So I reached into the bucket and pulled out a clothespin with #27 written on it. Wonderful. As I watched rider after rider scoop up their desired gates, my number was called and I headed to the line. Fortunately, no one picked my favourite spot on the line—the left side of the doghouse.
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HOLESHOT, ALMOST! After a miserable jump off the gate, the 250 SX-F motor kicked in and pulled me to the front of the pack in the 125 Intermediate class at Auburn Hills |
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Photo: Jason T. Griffiths |
With its six-speed transmission and super-strong motor, I was feeling pretty confident on the KTM. As the 30-second board turned sideways, I clicked the bike into second gear and focused on the gate. Coming off of the line with a slight wheelie, I swerved a little to the left and thought I was done, but I grabbed a handful of throttle and the bike shot forward. I nearly had the holeshot, but I let off too early and fell back to third. A sigh of relief came over me and I was praying that Jason had snapped the money shot. I was running in fourth place when, after a lap, the race was red flagged because of a downed rider. So back to the line everyone went. The second start didn’t go quite so well—I came into the first corner dead last. I made a decent charge however, and passed about ten riders to finish 15th. Even with the clicker adjustments to the suspension, I was still getting kicked over the braking chop and bumps inside the ruts, but as soon as I hit a straightaway or an uphill, I would pull right up on guys.
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Photo: Jason T. Griffiths |
I switched to my CRF250R for the second moto to compare the two bikes. I managed to jump off the line decently, and rounded the first corner in the middle of the pack. On the track, the Honda wasn’t as harsh feeling as the KTM and it allowed me to charge the corners harder -- but I did miss that motor!!
THE VERDICT
Is the 2006 KTM 250 SX-F ready to race? I believe so. The 250 SX-F comes with the strongest motor in its class that pulls hard from the bottom and into its hearty midrange and doesn’t discriminate against revvers. When I was told that Michael Willard’s championship winning bike was stock except for an FMF pipe, I was skeptical. I figured it was marketing talk. I was proved wrong. The KTM 250 SX-F is, in my opinion, the fastest 250F on the market. Even though we struggled to cure the harshness of the suspension, we also only had a few hours on the bike before it was raced. We will spend some quality time with oil heights, clickers and springs and report back once we have more testing time under our kidney belts.
So, was it the bike or the rider that scored KTM riders nearly every holeshot in the MX2 nationals? I’m going to guess it was both, but you will pull up to the line with confidence on the KTM250 SX-F.
2006 KTM 250 SX-F technical information:
ENGINE
Engine Type Single cylinder, four-stroke
Displacement (cc) 249.5 cc
Bore / stroke (mm) 76 / 55 (2.99 / 2.17")
Compression ratio 12.8 : 1
Starter Kick-starter
Transmission Six gears
Carburetor Keihin MX FCR 39
Control 4 V / DOHC with finger levers
Lubrication Pressure lubrication with 2 Eaton pumps
Engine oil 1.2l Motorex Power Synt 4T 10W-50
Primary ratio 22 : 68
Final drive 13 : 48
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan digital 4K-3A
CHASSIS
Frame Central double-cradle-type 25 CrMo4
Sub-frame Aluminum 7020
Handlebar Renthal Ø 28/22 mm (1.10/0.87")
Front suspension WP-USD Ø 48 mm (1.89")
Rear suspension WP-PDS shock absorber
Suspension travel front/rear 300 / 335 mm (11.81/13.19")
Front / rear brake Disc brakes 260 / 220 mm
Front / rear rims 1.60 x 21"; 2.15 x 19"
Front / rear tires 80/100-21"; 100/90-19"
Chain 5/8 x 1/4"
Main silencer Aluminum
Steering head angle 63.5°
Wheelbase 1481±10 mm (58.31±0.39")
Ground clearance (unloaded) 380 mm (15")
Seat height 925 mm (36.42")
Fuel capacity Approx. 7 liters (1.85 gal)
Weight (ready to race, no fuel) Approx. 98.5 kg (216 lbs)
To check out additional information on the 2006 KTM 250 SX-F or any other KTM motorcycles, visit www.ktmcanada.com
