The 2009 KTM 250 XC is great...
The 2009 KTM 250 XC is great even in the technical stuff.
If you were shocked when I called this KTM 250XC the best bike ever in our web preview, then dampen yourself for blow number two. I've confirmed it is the best bike ever with a load of trail riding and another day at the track. It would be pretty simple to tell you what this bike does not do (or can't do). But that stuff is beyond what a single bike is capable of with current technology. It's not a super-long distance bike, not even close to being called a dual-purpose, but it sure would be nice to be able to get a license plate for one of these! It isn't a motorcycle I'd try and race a supercross on either, yet I wouldn't hesitate to try and hit a ramp on this XC if the opportunity arose.
The main focus of this KTM and the XC line is to deliver a bike that is, right from the dealer's floor, ready to race. Specifically race a GNCC, WORCS, or a Grand Prix. Races that incorporate a certain mix of motocross and blend in off-road. It isn't as single track focused as the XC-W line, or as moto-only as the SX. In design it is derived as a cross between the both, one machine that can do the job of the other two more specific bikes, maybe just not a well. Or maybe better, if you like a particular setup - stiffer in off-road, softer at motocross.
Doctor Gardner Tarlow got...
Doctor Gardner Tarlow got comfortable right away on the KTM two-stroke.
Then you have the two-stroke component of this equation. KTM has not give up on the pre-mix burning machine and since there are less of them available, they are suddenly more popular. The advantages here are light weight, mechanical simplicity and-- thank your four-stokes for this--electric starting. Another thing you can thank four-strokes for is the long spread of power current two-strokes have been forced to produce to keep pace. This KTM does that.
The motor is simply amazing. It has plenty of torque and will chug down to almost zero RPM when tasked. It will then pull however you'd like it too, depending on how you have the bike set up. Most of the tuning can be had with a simple swap of the powervalve activation spring inside the small clutch side cover mounted housing. By swapping out the smaller of the two springs inside the cover with the included green (stiffest), red (softest) or yellow (medium and standard in the bike) spring, you control when and how fast the powervalve opens. Add to that the adjustability of the preload on the springs, made easy with a square-head tool from Enduro Engineering, and it will take this bike from near motocross-only snap and aggression to a complete bog-o-matic trail hound seeming only found in the 300cc KTMs. With the additional tuning available through the dual-stage ignition, there is even more range of adjustment, and it seemed to vary on which curve acted more aggressive depending on which powervalve spring you have installed. It is best to use the available handlebar-mounted switch so you can easily go between the two ignition curves. We preferred the softest spring for any motocross along with the ignition wire connected. Then the more gnarly the trails, the more we liked the medium or stiffest spring, here the preload adjustment really makes a difference too. But however you like your power delivered it seems pretty likely that this KTM will give it to you. About the only thing it lacked was a super strong snap or hit, likely due to the additional weight on the flywheel from the electric starting equiptment.
The bike is comfortable in...
The bike is comfortable in the air.
The Brembo clutch master cylinder has a lot of feel and the lever has plenty of adjustability. It takes loads of abuse and never faded one bit in our testing. Then you have the transmission. In reality it is a close ratio gear box when compared to two-strokes with a low first gear or a sixth speed. It is low enough for most trail riding but extremely slow going takes a lot of clutch work. You'll never use first on a track and the jump to second isn't that far when riding off-road. Then the gaps are not far at all but noticeable. Fifth is fast enough for fire-roading but getting up above sixty MPH means really screaming the motor. If there was one thing that this KTM could use, it'd be a six-speed gear box.