Practice
Availability: June 2013 Price: € 8,990 (to 22/05/2013)
Engine
As was the case last year with the Cross series, the KTM 250 EXC-F 2014 now uses the same mechanics as the 350 base. Thus enduro 250 4 stroke landed with a new engine than the previous generation (4 extra Nm between 6000 and 7000 r / min) torque.
Broadly, the crankshaft drives a shaft side through which, in turn, causes the coolant pump and two camshafts via the distribution chain, while acting as an against-balance. A hydraulic chain tensioner ensures precise timing of the valves found.
The centerpiece of the new ACT twin engine is the new cylinder head and camshaft anti-friction DLC treated. Compared to last year, the intake ducts increase in volume and diameter intake valves (32.5 instead of 30.9 mm) to increase the flow of fuel by 10%, for a significant performance gain.
New camshafts are designed to optimize power and torque compared to the 250 EXC-F 2013, while delivering the power according to the specifications of the Enduro. Finally the cooling jacket is optimized to better dissipate heat. Moreover, we note that, in our test, the fan never started.
ratings cylinder are reviewed: the race is shorter than 2.7 mm (52.3 mm instead of 55) while the bore increases by 2 mm, from 76 to 78 mm, in order to meet the increased valve admissions. The piston then gets logically width, but it still loses weight.
's new crankshaft sees his flywheel increase (mass greater than 5%) in order to gain traction. As the SX-F for 2013, the rod has a more reliable bearing plate and admitting intervals from 105 to 135 hours.
Compared to the previous model, the new engine is more compact. The housings are molded under pressure rather than sand casting, which allows for thinner walls (reduced weight of 600 grams) with a new, more durable alloy. The clutch cover and ignition are also new.
To balance the oscillating masses, the engine of the 250 EXC-F is now equipped with a balance against "multifunction", leading at the same time the water pump and distribution chain. The electric starter is connected to the starter freewheel to the ignition rotor, a new approach to increase the reliability of the starter. However, the motorcycle Enduro retains its kick.
Clutch changed radically: it receives a new bell combined with the main train and form a single piece of machined steel, contributing to the compactness of the engine. KTM guarantees incomparable reliability. Exit conventional springs is a new diaphragm system that puts pressure on the discs and allows to implement an additional rubber damping system for reliability and optimized traction.
Specially developed for this bike box Gear ratios sees its amended: the Fourth, Fifth and Sixth are now shorter. The selection also means more accurate. Muffler and manifold the KTM 250 EXC-F, have been revised to reduce noise without sacrificing performance.
Finally, the motor is powered by an electronic Keihin throttle body 42 mm. The alternator 196 W cooled oil supplies enough energy to fuel injection, lighting and other electrical components. The ECU is new, it allows faster data processing and a higher energy spark production.
Broadly, the crankshaft drives a shaft side through which, in turn, causes the coolant pump and two camshafts via the distribution chain, while acting as an against-balance. A hydraulic chain tensioner ensures precise timing of the valves found.
The centerpiece of the new ACT twin engine is the new cylinder head and camshaft anti-friction DLC treated. Compared to last year, the intake ducts increase in volume and diameter intake valves (32.5 instead of 30.9 mm) to increase the flow of fuel by 10%, for a significant performance gain.
New camshafts are designed to optimize power and torque compared to the 250 EXC-F 2013, while delivering the power according to the specifications of the Enduro. Finally the cooling jacket is optimized to better dissipate heat. Moreover, we note that, in our test, the fan never started.
ratings cylinder are reviewed: the race is shorter than 2.7 mm (52.3 mm instead of 55) while the bore increases by 2 mm, from 76 to 78 mm, in order to meet the increased valve admissions. The piston then gets logically width, but it still loses weight.
's new crankshaft sees his flywheel increase (mass greater than 5%) in order to gain traction. As the SX-F for 2013, the rod has a more reliable bearing plate and admitting intervals from 105 to 135 hours.
Compared to the previous model, the new engine is more compact. The housings are molded under pressure rather than sand casting, which allows for thinner walls (reduced weight of 600 grams) with a new, more durable alloy. The clutch cover and ignition are also new.
To balance the oscillating masses, the engine of the 250 EXC-F is now equipped with a balance against "multifunction", leading at the same time the water pump and distribution chain. The electric starter is connected to the starter freewheel to the ignition rotor, a new approach to increase the reliability of the starter. However, the motorcycle Enduro retains its kick.
Clutch changed radically: it receives a new bell combined with the main train and form a single piece of machined steel, contributing to the compactness of the engine. KTM guarantees incomparable reliability. Exit conventional springs is a new diaphragm system that puts pressure on the discs and allows to implement an additional rubber damping system for reliability and optimized traction.
Specially developed for this bike box Gear ratios sees its amended: the Fourth, Fifth and Sixth are now shorter. The selection also means more accurate. Muffler and manifold the KTM 250 EXC-F, have been revised to reduce noise without sacrificing performance.
Finally, the motor is powered by an electronic Keihin throttle body 42 mm. The alternator 196 W cooled oil supplies enough energy to fuel injection, lighting and other electrical components. The ECU is new, it allows faster data processing and a higher energy spark production.
Chassis
It is a new framework that reaches the 250 EXC-F - the same as the 350 EXC-F - to accommodate the new engine. KTM remains faithful to the chrome molybdenum steel, but the thickness of the tubes is scaled down, saving weight of 300 grams. The engine mounts are revamped and allow easier handling.
For the implementation of the new flagship, the steering stops have been displaced and the voltage regulator. The chain-guide has been redesigned to save a few grams. The triple clamps are the same retail near the upper bracket is amended to secure the new front fender (the front and not from below). All fork and shock (always equipped PDS) receives new settings, again the same as the 350 EXC-F.
The air box has been redesigned to better protect the filter while providing maximum flow. The intake air duct changes on the 250 EXC-F, always in order to optimize performance. Practical side, keeping the air filter and filter cover have been revised to simplify handling. The tank cap "quarter turn" receives a new mechanism, usually more intuitive than the previous one. The handguards are also entitled to their update: made of polymer bi-component, they have a new design.
side front brake Brembo offers a new master cylinder with a new tank and a new lever. The internal piston sees reduced from 10 to 9 mm. Add to this new Toyo B169 brake pads.
For the implementation of the new flagship, the steering stops have been displaced and the voltage regulator. The chain-guide has been redesigned to save a few grams. The triple clamps are the same retail near the upper bracket is amended to secure the new front fender (the front and not from below). All fork and shock (always equipped PDS) receives new settings, again the same as the 350 EXC-F.
The air box has been redesigned to better protect the filter while providing maximum flow. The intake air duct changes on the 250 EXC-F, always in order to optimize performance. Practical side, keeping the air filter and filter cover have been revised to simplify handling. The tank cap "quarter turn" receives a new mechanism, usually more intuitive than the previous one. The handguards are also entitled to their update: made of polymer bi-component, they have a new design.
side front brake Brembo offers a new master cylinder with a new tank and a new lever. The internal piston sees reduced from 10 to 9 mm. Add to this new Toyo B169 brake pads.
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