KTM’s Smallest XC for 2016
KTM makes no bones about the line they seem the most proud of, the XC group. Especially in the US the company traces its roots to off-road racing and making bikes that are ready to race. The XCs have always been the best selling version of any motor size in the US and bringing an all-new XC out the same year as the all-new SX shows the commitment KTM has made to this line.
The 250XC-F is radically new, just as the brochure claims. There is really nothing shared with the previous version and everything is shared with the new SX save for some of the vital off-road parts that make the XC such a good all-around racing bike. From the power producing side everything is the same as the SX, just without the handlebar mounted switch and air-box mounted switch to activate multiple maps and utilise the launch control. it is in the ECU and there if the switches are hooked up. Otherwise the XC is in the standard map all the time. And for most, that will be just fine.
The power delivery is aggressively long, which for a 250cc four-stroke is impressive and surprising. The pull starts very early for a smaller motor with such a light flywheel feeling. The instant the throttle is cracked the engine makes a growl that is accompanied by torque that seems out of place on such a small powerplant. It is the same noise and feel that factory 250cc race engines make as if there is cheater bar put on a ratchet turning the crank easier at every power stroke. Then comes the length of time and RPM the little motor will pull. On a provided dyno chart the figures show 45 horsepower at peak. The pull starts at 4,000 goes very close to 14,000 on the chart and riding the bike it is very convincing these numbers are accurate. The pull is very linear and the throttle response instant at any point in the spread. Put simply, this 250cc four-strokes takes less shifts to go faster and requires less clutching. Though the clutch (undampened conventional spring design) and six-speed semi-wide ratio transmission are perfectly suited to the power delivery as well.
The 250XC-F also feels, as expected , very light on its wheels, even as the RPMs get singing. It has lot to do with not only the new chassis and the way it was engineered to flex but also the shortening and lightening of a lot of the engine parts that add weight as they start spinning. Usually a 250F just acts light, this one is and you feel it setting the bike back and forth on trails dodging stuff or making corrections on the gas coming out of turns. The XC’s half-gallon larger fuel tank is not noticeable when riding with a total capacity of 2.25-gallons. The 18″-rear tire adds some additional bump compliance as well. But the biggest benefit to the XC is the suspension settings that really do make a difference off-road. It is hard to explain how much better the XC will work on the trails and off-road types of bumps and terrain and still work on a motocross track. It took riding a few of the SX bikes on the off-road loop KTM had set up to see how terrible the SX settings were in comparison and to fully realize the XC’s true versatility. The XC has an aggressive nature that is meant to be pushed and offers more control than comfort or plushness on the trail. On a track the XC is a little plush but not enough to become that dreaded wallowly or bottoming bike you should be scared of.
There are a lot of shared characteristics with the other XC-Fs and the SXs you can read about by clicking here as well as links to the other bike’s riding impressions we’ll be publishing. But if you are thinking about going racing off-road in the 250cc class in 2016, KTM has raised the bar once again.
SPECIFICATIONS
Engine Type: Single Cylinder, 4-Stroke
Displacement: 249cc
Bore/Stroke: 78.0/52.3 mm
Compression Ratio: 14.4:1
Starter/Battery: Electric Starter / 12V, 3Ah
Transmission: 6 Gears, Semi-close
Fuel System: Keihin EFI, 44mm Throttle Body
Lubrication: Pressure lubrication with 2 oil pumps
Primary Ratio: 24:73
Final Drive: 13:50
Cooling: Liquid Cooling
Clutch: Wet Multi-Disc CSS-Clutch, Brembo Hydraulics
Ignition: Keihin EMS
Frame: Central Double-Cradle Type 25CrMo4 Steel
Subframe: Aluminum
Handlebar: Neken, Aluminum Ø 28/22mm
Front Suspension: WP Suspension USD 4860 MXMA 4CS
Rear Suspension: WP Monoshock 5018 BAVP DCC with Linkage
Suspension Travel Front/Rear: 300 mm/11.81 in; 300 mm/11.81 in
Front/Rear Brakes: Disc Brake 260 mm/10.24 in; 220 mm/8.66 in
Front/Rear Rims: 1.60x 21, 2.15 x 18 Giant
Front/Rear Tires: 80/100-21”; 100/100-18” Dunlop AT81
Chain: 5/8 x 1/4 in
Silencer: Aluminum
Steering Head Angle: 26.1º
Triple Clamp Offset: 22 mm
Wheelbase: 1,485mm ± 10 mm / 58.5 ± 0.4 in
Ground Clearance: 370mm / 14.6 in
Seat Height: 960 mm / 37.8 in
Tank Capacity, Approx: 7.2L / 1.9 ga
Weight (without fuel), Approx: 101.4 kg / 223.5 lbs
