KTM didn't just hatch a 250cc four-stroke from the 400/520 parts bin and call it good. Obviously, the folks there see some importance in this class, and even if that importance is weighted toward Europe or other markets besides the United States, the end result is they continue to develop the little thumper. The 250 now has its own head with smaller valves, cam, smaller intake ports and exhaust manifolds that extend into the headpipes to step them down for the smaller engine. The 250 RFS also has its own gearbox (more closely spaced than other E/XC's wide ratios--every gear in the six-speed differs from other RFS models).
Like all of the '03 KTM RFS bikes, it is 50-state legal, which makes life easier, and it has a 30-day warranty. The $6998 250 comes jetted a little lean to pass California standards, and it can only be rejetted for closed-course use. Since our course was closed, KTM jetted richer, causing some problems. Stock jetting is a 42 pilot, stock needle with the clip in the third position and the fuel screw at 1.25 turns out. Our test bike had a 45 pilot, clip in the fifth (two clip positions richer), 168 main and the fuel screw at 1.5 turns out. The accelerator pump is also adjustable, and KTM went three turns richer (so the pump squirts earlier) than stock. After the test, the company responded to our rider's complaints and did some testing. It found the best setting was the 42 pilot, clip in the fourth position (from the top), a 168 main and the fuel screw at 1.5. The accelerator pump is only a half turn richer than stock.
All of the KTM models were set up with the unladen bike sag set at 40-42mm, with both adjusters on the fork at 19 clicks out--two clicks more compression than stock. The rear shock adjusters were stock at 18 out on compression and 26 out on rebound. All KTM off-road shocks have a high-speed compression valve, but it is fixed at 2.5 turns out rather than adjustable as on the SX models. That sag setting would account for the heavier riders feeling like the KTMs didn't steer accurately.
The 250 four-stroke is an effortless kickstarter, but the E-button was a hit. Once running, the mill revs freely and smoothly. Compared to any 250cc four-stroke that isn't blue, the engine is high-energy. Compared to the WR250F, things are a little less clear-cut. Most riders thought the KTM was ahead on low-rpm response but was softer in the upper midrange and on top. Shifting and clutch action are first-rate.
The chassis and equipment are standard KTM, which is mostly outstanding. The bike lacks only hand guards to be race-ready, and the new electronic enduro instrument is helpful, full-featured and amusing since it is also a digital speedometer with numbers you can actually read while riding. Some riders sniveled about the suspension, and the seat drew outright criticism. KTM claims the seats eventually break in and regular KTM riders didn't complain, so perhaps that is true.
Is the 253-pound 250 RFS a competitor for the WR250F? Sure. It is close in all areas and has a roomy and adjustable riding position, quality standard equipment, the ability to run strong while being quiet and the opportunity to wear a green sticker in California. As far as sheer performance goes, if you are racing against YZ250Fs or even WR250Fs that are running open pipes, they will naturally have the power advantage.
I rode a very early prototype of the 250 in Ohio, and the engine was totally lacking in fun quotient. KTM has made up some serious ground here. It gives way a little to the WR250, but now the engine is fun. I could race one, but if it was my only bike, I'd be looking into a 300cc kit. Karel Kramer
I was disappointed with the overall engine performance. I liked the nice, light feel of the chassis and felt the suspension was balanced and worked well. The motor worked best at higher rpm. Tom Carson
The 250 RFS was just plain fun to ride. The motor pulled better down low than the WR, yet it would rev out well. It changed lines with little input on my part, and the suspension worked better than my bike's modified suspension. It felt light on the trail. John Bumgarner
I found the 250 RFS to be a bit flat on the hills. In the trees it was great fun, lightweight and easy to turn. If you want the bike to go, all you have to do is rev it. It has good suspension and soaks up ledges pretty well. It's a bit slow for Western off-road racing but might be good in the trees. I wouldn't choose to race this bike. Elmer Symons
What's Hot!
* Impressive roll-on power for a quiet 250cc four-stroke.
* The six-speed has a gear for every occasion.
* Riding position is adjustable via four-position bar clamps.
* Standard equipment is first-rate.
What's Not!
* Power is not as healthy as WR250F from mid to peak rpm.
* KTM fans called seat firm; others were less diplomatic.
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Although it lacks in the power department like the WR250, KTM's small stroker is a blast to ride. It's very responsive off the bottom, but the mid to top power is not very strong. With a few hop-ups this machine could be the best of the lot. I was able to ride hard for the entire loop without getting tired. Jason Webb
The main problem was the lack of power from the motor. It just required too much effort to go anywhere. I'm sure the bike could be adjusted better, but motor performance is still going to be the issue for me. Ed Tripp
I liked the layout and the finish of this small machine, but I'd have to give the nod to the WR in a head-to-head horsepower comparison. You can pretty much hit anything at speed on this bike and not upset the chassis. Same brick seat. Ray Gibbs