The particular 2017 KTM 250 SX-F continues to be on the verge of wining the 250 MX Shootout the last few years. With some of the key modifications KTM made with the 250 SX-F’s chassis in 2017, we might discover orange battling for the top spot in our 250 MX Shootout podium. KTM made a few key changes to the 2017 250 SX-F in the 2016 Factory Edition model: The best changes are the 48mm WP AER fork that replaces the mediocre at best 4CS design, the top multiple clamp is slightly more rigid to assist the SX-F corner more exactly, the outer fork tube width decreased 1mm for increased bend in the fork, updated handlebar brackets that are slightly stiffer, aluminum head stays (instead of steel), the softer rear shock spring price, and a multi switch handlebar installed map and traction control switch. Traction control on a 250? Indeed! We just spent a couple days on the orange mid sized ride, but wanted to give you a quick impression on its character.
Photo by Jeff Allen
The new WP AER fork makes the KTM 250 SX-F deal with much better and is more rider pleasant for 2017.
Although the Husqvarna and KTM are very comparable, I was surprised to feel that the KTM 250 SX-F’s bottom end power is stronger than the FC 250 out of corners. The SX-F 250’s bottom end is not since exciting as the 2017 YZ250F, but it does have more snap than the FC 250. Smooth and easy to control is the best way to describe the roll on power of the KTM 250. You will need to work the clutch to get from corners in a hurry and changing the gearing to 14/52 (instead of the 14/51) helps the little orange machine pick up rpm’s more efficiently. Aggressive or faster riders will love the mid to top end as the KTM will certainly pull each gear longer compared to all of its competitors. The KTM’s engine favors the faster type of rider that likes to rev out the machine. There is also a noticeable amount of a totally free feeling in the engine (or lack of engine braking) especially under de-cel. The KTM 250 doesn’t get as much pitch as the YZ250F (front to back) when rolling from the throttle. The updated map change is very easy to use and each map is really a noticeable change. The number one map (standard) was the map I used most, as I felt second and 3rd gears had a little more pulling strength than map two. Map two (aggressive) had increased throttle response/bottom end, but it revved too quickly through second and third gears. The particular TC map (traction control) had been only noticeable (or made a difference) when we went out of our way to look for the driest most tough pack part of the track. We could visit a big advantage with the TC within the KTM 250 SX-F in extremely slippery low speed off-road circumstances; otherwise we feel the TC chart works best on the larger KTM 400 SX-F.
Photo by Jeff Allen
The newest handlebar mounted map switch along with “Traction Control” is just another way KTM is bringing innovation to all of us dirt bike enthusiasts.
We have been testing a lot with the 48mm WP AER fork on the FC and SX-F models lately. Just as much as it is odd for me to say this, the AER fork actually has comfort when the rider is in the rough line. Yes, that is appropriate, I am admitting that an air shell has comfort! I have been very crucial on air fork technology in past times, as all of the previous air forks that I have tried have failed in my eyes. The AER shell is not yesterday’s air fork. On acceleration bumps where the fork is definitely light and in the top of its stroke the fork is plush and will not deflect. Mid-stroke harshness that will plagued the WP 4CS is just not as apparent with the AER fork. We started the fork pressure at 10. 6 bars which left us with a fairly comfortable ride but still soft for me on the jumpy track. We ended with a best setting of 11 bars and that held the front end up sufficient on hard landings and on de-cel. What is so unique about the AER fork is that when you go up in air pressure, the fork activity doesn’t get “that” much harsher. Other air forks either dive under braking (soft setting) or even when raising the pressures (stiffer setting) gets very harsh through the mid-stroke. It usually is very difficult to find a base setting for different varieties of tracks with other air forks. There is certainly still a little harsh spot on de-cel through the mid-stroke of the KTM 250 fork, but increasing (faster) the rebound up a click or even two helps this some. Doing this will let the KTM 250’s front-end feel more planted and get you added front wheel traction. Really does the AER fork give you more traction than a spring? No, this still doesn’t give you that genuine positive feeling on lean angle (like a KYB SSS fork), but WP has gave all of us riders hope in air fork technology with the AER setting. All of us set the sag on the surprise at 106mm and it felt like this gave a nicely planted/squatted feel out of corners. It is a little smooth for heavier 250F pilots over 170 pounds, but stiffening the high speed compression a half a turn and increasing low acceleration compression a couple clicks helps contain the rear end up on jump faces/landings. As soon as you do this it will take a little forward nip out of the rear end on choppy acceleration bumps, but the trade off you get up jump faces/landings is worth this.
Photograph by Jeff Allen
The 2017 KTM 250 SX-F even comes with its own hour meter for normal maintenance schedules.
The particular chassis of the 2017 KTM two hundred and fifty SX-F feels light, especially upon tight tracks. Straight-line stability excellent and the frame absorbs a lot of what the track gives you. Once the track gets choppy and square edged the KTM 250 doesn’t give you a rigid/harsh feeling as some other aluminum designed mx machines. You can feel the chassis absorb even the hardest of strikes, which was great on my older joints. Cornering is great as the KTM leans into a rut nicely plus allows you to continue the lean via mid-corner. It doesn’t want to operate once you’re inside a tight range and it doesn’t take much effort from the rider to get there. The ergonomics of the KTM 250 SX-F is more of a “sit on top” feel and the handlebar is a nice shape without too much sweep.
Photo simply by Jeff Allen
The 2017 KTM 250 SX-F.
The particular 2017 KTM 250 SX-F got only a few minor changes to it, but with the fork improving dramatically, this may really shake up the 2017 250 MX Shootout. The added suspension comfort, balanced chassis, and lightweight cornering feeling ability, we could view the KTM climb up the ladder within the final rankings. The only thing we would love to see is a little more torque from the engine. If KTM gave all of us that the other manufacturers would be in for a big wake up call.
Photo by Shaun Allen
Carving a corner is not among the KTM 250 SX-F’s weaknesses. The particular orange ride is light and extremely easy to throw into a soft, comfortable berm.
Photo by Jeff Allen
Stiffening up the fork to 11 pubs (from 10. 6) helps with tough landings and lets the rider be more aggressive on the track.
Photo simply by Jeff Allen
Test Editor Kris Keefer slices his way about Milestone MX Park in Riverside, CA.