KTM 250EXC-F

KTM developed its ultimate 250cc four-stroke trail bike over a period of time, but started the project well behind the infamous eight-ball and stayed there for a couple of years.

Their first 250cc four-stroke was the 250REXC, powered by a sleeved-down 400EXC engine in a 400EXC chassis. It wasn't a bad little bike if what you were used to were Honda XR250s or Yamaha TT250s. KTM sold about 250 of these - 30 more with a 350cc kit and decals proclaiming it a 350EXCS - between 2003 and 2006 when the 'short-sleeved' model was discontinued.

Back then, the problem for KTM wasn't that they couldn't sell the moderate little 250 with the name as long as a swingarm, marketingwise it didn't do that poorly, but that Yamaha was selling as many WR250s as it could land in Australia, and that was a lot more. There was nothing moderate about sales of the WR250. And the opposition was growing. TM were working on a 250 four-stroke and so were several other micro manufacturers.

And let's not forget the timing of all this. There was a small engine revolution going on in 2003 too, and KTM innocently walked right into it. Every major manufacturer, and several of the smaller ones, were getting amazing horsepower figures from 250cc four-stroke engines, but KTM, whose performance stocks were as high as anyone's, had nothing to offer as a serious alternative in this class until development of a new engine would yield a totally new model.

That's what you call a marketing issue - 'they have it and we don't'. Only no other manufacturer had the equivalent of a WR250 back then and not too many have one now. But you can't let that stop you. Yamaha wouldn't always be in front - Honda certainly believed that - so there was no reason KTM couldn't come up with a serious alternative given the chance and the time. And plenty of R&D funding.

And they did. In 2005 they introduced the latest generation, twin-cam 250SXF race bike with what some experts have said is the strongest engine in the class. Ryan Marmont should think so: he won the 2006 Lights supercross and motocross championships on one ( or maybe two) and them's not bad credentials.

So KTM got a late start in the high performance 250cc stakes but eventually made up for it, first with twin national championships and now with a trail version of the race bike, the 250EXCF you see here. They've done a nice job with it too, though it has to be said that resemblance between the race and trail versions are minor. They share the same engine and that's it. The race bike has a more advanced chassis and a twin-cartridge fork. 

We think Honda still has the strongest engine in the 250 class but when it comes to going where you point it the KTM is, in our opinion, a much nicer bike. Only a comparison of the top three or four 250s will resolve the question of who we like most, but from initial impressions, the KTM has to be right up there with the Husky, Honda and Yamaha.

ENGINE
No surprises here. This is a small engine and small engines need rpm to make them fast. That doesn't mean you can't loaf along on the KTM, you can, but it does mean that serious riding will require serious engine speed. Like most small engine this one has very little bottom-end, though once you have the required revs the mid-range and top-end are quite impressive.

Like small capacity two-strokes, with any '250F' you have to be in the right gear for the revs you're running or the little donk will simply cough in its rompers and die. You can ride quietly among the noise and haste if you like, but this thing works best when you hammer it.

KTM has an advantage over its Japanese competitors with its six-speed gearbox, and the smaller the bike the more conspicuous the advantage becomes. The 250F will keep up with bigger bikes on road sections without screaming its tits off - something the KTM 200EXC two-stroke won't do - yet is still well geared for most dirt situations. The engine is also very quiet, and as everyone who followed it remarked, it's also mate-friendly in that it produces roost whatsoever.

SUSPENSION
Bloody brilliant trail suspension. WP has this thing dialled really well. The setup's probably too soft for fast guys but the fork and shock have terrific bottoming resistance and still absorb most of the impacts you'll encounter during the average Sunday GP. They also provide a cushy ride over a long day in the saddle, which means you're not too shagged to pour yourself a beer at the end of it.

The bike steers nicely too, goes where you point it, tips effortlessly, and has enough travel to make hill climbing on snotty stuff less worrying than it might be. This bike is very capable on testing terrain, first because it has even power, and second because you can literally loft the front wheel with the throttle and get over any obstacle attempting to block your path - even when you're stationary - so it's an easy bike to manhandle in difficult situations and that's a big plus for beginners.

ODDS AND SODS
There's not a lot to dislike in most modern bikes and, frankly, we're scratching to find faults with this one. We mentioned during the 200EXC test that we don't like the new quick-release fuel cap KTM is now using. We still don't. It's quick-release alright, but it quick-releases when it's not supposed to, like when it's clouted by a fence post or a tree or a nun standing on the trail in a gridiron helmet.

The carby's overflow pipe also seems to leak at the slightest opportunity and angle. This problem is not restricted to the 250 either; Dr Dan's 520EXC used to do the same thing.

But yes, we do like this bike, and we won't be surprised if it sells up a storm. It has a nice engine, great suspension, a powerful front brake with plenty of feedback, a reasonably comfortable seat and very nice controls and ergonomics. You always feel comfortable and confident on this little banger and that goes a long way to making it a desirable commodity.