2015 ktm 250sx horsepower

2015 ktm 250sx horsepower DEFAULT
General informationModel:KTM SXYear:Category:Cross / motocrossRating:  Check out the detailed rating of off-road capabilities, engine performance, maintenance cost, etc. Compare with any other bike.Engine and transmissionDisplacement: ccm ( cubic inches)Engine type:Single cylinder, two-strokeEngine details:Reed intake. Bore x stroke: x mm ( x inches)Ignition:Contactless, controlled, fully electronic ignition system with digital ignition timing adjustment, type KokusanCooling system:LiquidGearbox:5-speedTransmission type,
final drive:
ChainClutch:Wet multi-disc clutch / hydraulically operatedDriveline: Primary drive: X-ring chain.Chassis, suspension, brakes and wheelsFrame type:Central tube frame made of chrome molybdenum steel tubingRake (fork angle):°Front suspension:WP  Suspension Up Side Down MXMA CCFront wheel travel: mm ( inches)Rear suspension:WP  Suspension BAVP DCCRear wheel travel: mm ( inches)Front brakes:Single disc. Four-piston calipers. Diameter: mm ( inches)Rear brakes:Single disc. Two-piston calipers. Diameter: mm ( inches)Physical measures and capacitiesDry weight: kg ( pounds)Seat height: mm ( inches) If adjustable, lowest setting.Ground clearance: mm ( inches)Wheelbase: mm ( inches)Fuel capacity: litres ( US gallons)Other specificationsColor options:Orange/blackStarter:KickUpdate specsReport missing specs or required updates.Further informationInsurance costsCompare US insurance quotes from the nation's top providers.Finance optionsCompare US motorcycle loan quotes from the nation's top providers.Parts finder Also check out our overview of motorcycle webshops at Bikez.info.Motocross partsParts and accessories available from Revzilla MotocrossMotocross parts. Ships to the US.MaintenanceFind parts, fluids. filters, maintenance tools and service manuals at Amazon.com.Ask questionsJoin the 15 KTM SX discussion group or the general KTM discussion group.Related bikesList related bikes for comparison of specs.

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Review: KTM SX

 KTM SX BikeReview (9)

Up until the past decade the cc two-stroke was considered to be the premier class off road racing machine for riders competing in the disciplines of Motocross and Supercross. 

All-time greats including Jeremy McGrath, Jeff Ward, Stephan Everts and Jean Michel Bayle all cemented their legacies on quarter litre two smokers, before environmental and political pressures brought about a change in class rules and manufacturer focus to make the cc four-stroke the new premier class hero.

 

With most factories leaving two-stroke development stagnant, or killing off their oil burning product lines entirely, KTM (and sister brand, Husqvarna) now stands in a class of one as a major manufacturer who continues to push forward with development of a motocross specific cc two-stroke machine.

Sure, Yamaha continues to make detail and graphics changes to their venerable YZ, however the major chassis and engine components of the YZ have remained unchanged for the best part of a decade. While our test machine was a model, KTM have only made minor graphics changes for next year, so all aspects of this test will apply to the bike as well.

 KTM SX BikeReview (1)

Sporting a lightweight Chrome-Molybdenum steel central tube chassis in line with its latest four-stroke offerings, top class Brembo braking package, and latest specification WP 4CS fork and Shock, the SX has a handling package which is thoroughly modern in every aspect.

Paired with the most powerful cc motor ever available on a production MX bike, and complemented by KTM&#;s fully adjustable power valve system and superb Brembo hydraulic clutch, KTM&#;s SX has all the tools to offer real competition to its four-stroke rivals.

So, where does a modern two stroke motocross bike fit in among the more popular , , and now cc four stroke machines that are the focus of development for most manufacturers? Hopefully the answer to this question will become clear after reading this test.

The most appropriate word to use when describing the power delivery of the SX is hectic. Docile in the bottom end, once this motor hits the lower mid-range all hell breaks loose as the powervalve begins to open at the same time as the engine starts coming onto the pipe.

At this point most of the engine&#;s peak torque becomes available within a very short space of time, revving quickly through the hard hitting power band before tailing off a little earlier than I would like at the top end.

 KTM SX BikeReview (10)

In comparison to a four-stroke this engine requires more concentration on being in the correct gear to maintain peak acceleration, however if you aren&#;t lazy with the shifts it is an extremely rapid machine, the sweet spot is just much narrower with a more aggressive hit.

With the standard powervalve and flywheel setup the cc two-stroke engine has very low inertia, and limited torque at low revs, meaning the bike needs to be ridden a little higher in the rev range to ensure fast corner exits.

 

It also means that in low grip conditions it can be very hard to put the massive power hit to the ground, as the rear wheel seems much more interested in breaking savagely sideways, rather than providing meaningful forward progress.

This engine definitely needs to be respected, as it can bite and bite hard if you aren&#;t careful with how you apply the throttle in certain situations.

In trying to find the maximum performance from this machine I decided to make a few modifications and adjustments in order to improve the usability of the power in a wider range of conditions.

 KTM SX BikeReview (3)

Very few owners will leave their bikes completely standard, and these small changes are probably in line with how a lot of these machines will end up being ridden. The first modification on the list was to add a bolt on Steahly 11 oz flywheel weight. This adds inertia to the engine, increasing traction, smoothing the power delivery, and reducing the possibility of the bike stalling in low speed corners.

As standard the SX comes with a multi adjustable power valve system using three interchangeable colour coded springs which vary the speed at which the power valve fully opens, and an adjustable preload screw which varies the point at which the powervalve begins to open.

With a little experimentation I settled on the stock yellow middle option spring, and reduced the preload by turning the adjuster screw one full turn counter clockwise, allowing the powervalve to begin opening earlier in the rev range, but retaining the standard point at which the valve fully opens.

 

I also added an FMF Fatty pipe and Shorty muffler, which give slightly improved performance across the rev range, reduce weight, and make the bike look more like a factory racer.

The combined effect of these changes is an engine that rolls through the apex of low speed corners much more smoothly as the increased inertia prevents the bike wanting to stall and bog when you are off the throttle at low revs.

Corner exits are also much improved as the transition from a closed throttle is smoother, and there is now usable torque right off the bottom, with a more measured transition into the now broader powerband greatly improving control and traction.

 KTM SX BikeReview (7)

With the standard powervalve and flywheel setup the cc two-stroke engine has very low inertia, and limited torque at low revs, meaning the bike needs to be ridden a little higher in the rev range to ensure fast corner exits.

Don&#;t get me wrong, the SX is still a beast of an engine, however these small changes made a world of difference to rideability, and will be especially useful in low speed corners or long flat sweepers where grip is compromised.

At 96kg without fuel the SX is a positive featherweight in comparison to its four-stroke competition, and due to the bulk of the weight of the engine sitting lower in the chassis, it feels like an even bigger difference than the scales indicate.

Personally I find this a big advantage on a motocross bike, especially in the air where it is much easier to make adjustments to the attitude of the bike, or if you mess up your take off speed and end up flat landing or hitting the face of the next up ramp.

That reduced mass and momentum means there is a lot less for the suspension to deal with in these situations, and I reckon I&#;ve managed to hang on to the SX on some rough landings where a four-stroke would have had me over the bars.

 KTM SX BikeReview (2)

At 96kg without fuel the SX is a positive featherweight in comparison to its four-stroke competition.

While we&#;re talking about air time performance, two-strokes are much less sensitive to throttle position in the air. Simply give it a burst off the up ramp, then close the throttle until the wheels are about to hit the dirt, then pin it.

A four-stroke requires much more precision on the throttle in the air, as suddenly closing it will have you quickly heading for an endo, while holding it too far open has the opposite effect. It&#;s not a big issue, with the current generation of riders now well used to jumping four-strokes, however it&#;s no accident that the two-stroke is still the bike of choice for all the top FMX riders.


 KTM SX BikeReview (6)

On the ground the SX is incredibly light and agile, with outstanding turn speed and great feel and feedback at both ends. If I have a criticism it would be to say that the suspension is still probably a little harsh over small imperfections, while maybe not offering the bottoming resistance that it should on big jumps or dodgy landings.

It&#;s by no means bad, but as with most standard bikes ensuring the correct weight springs are fitted, along with a re-valve to suit your weight and ability will make a great bike even better. Braking is a standout with the stock Brembo setup providing eye bulging stopping power combined with outstanding feel and progression.

I find the performance of a bike&#;s front brake greatly effects my ability to feel the traction and feedback from the front tyre and suspension, so for me the class leading Brembo package on the KTM is a massive plus. Ergos are slim, unobtrusive and easy to move around on, and the controls all have that taught modern feel to them you expect from one of Austria&#;s finest, giving the SX an ideal cockpit from which to attack your favourite MX track.

So, how does the SX stack up against the four-stroke competition? Well, this really depends on a lot of variables, including track conditions and rider abilities.

 KTM SX BikeReview (4)

For privateer racers the value package of the two-stroke is undeniable, and if you have a tight budget there is no doubt you can be more competitive for a much lower cost over a season.

Novice riders will undoubtedly find a four-stroke less intimidating, and will therefore be faster and more comfortable on the less aggressive alternative. I would suggest the majority of riders will still be faster on a four-stroke, due mostly to the wider and more tractable nature of the powerband, however under certain conditions a good rider could certainly give the bigger bike a run for its money.

When putting the SX up against a four-stroke the equation gets much more interesting.

National level racing provides the real clue as to how close this comparison really is, with two-strokes now allowed to compete directly against four-strokes of the same capacity, and both types of engine winning races over the past few years in the hands of expert riders.

 KTM SX BikeReview (5)Most race wins are still going to the factory F mounted riders, but for privateer racers the value package of the two-stroke is undeniable, and if you have a tight budget there is no doubt you can be more competitive for a much lower cost over a season than you would be on a four-stroke, provided you have the skills to tame that ferocious engine.

There is no doubt the two-stroke is much more difficult to tame, and requires a greater level of fitness to hang onto over race distance. On the plus side it is certainly an outright faster motor as standard, and maintenance costs are much lower than a tuned F.

Conditions will also play a large part in deciding which type of machine is more effective. On loamy tracks where there is an abundance of traction, and where there are well formed berms to help the SX maintain corner speed and hook up out of corners it is possible to keep a four-stroke in sight, and hand out a lesson to the smaller cc four banger.

 KTM SX BikeReview (8)

If you aren&#;t lazy with the shifts it is an extremely rapid machine, the sweet spot is just much narrower with a more aggressive hit.

This all changes dramatically on hard pack tracks, or long sweeping flat corners where grip is at a premium, as in these situations the two-stroke is left snapping aggressively sideways instead of driving forwards, where the four-strokes make better use of the available traction, and assist their riders in maximising progress.

The KTM SX is certainly a thrilling and highly addictive motorcycle to ride, however it does leave you with a sense that you are never really mastering the bike, but instead hanging on to something that you may never have the illusion of taming completely.

As a riding experience I personally can&#;t get excited about a four stroke, they just leave me feeling as though I always want more power pretty much everywhere, and while I may actually lap quicker on one in most situations, I much prefer the thrill of the livewire two-stroke.

The decision between the SX and a four-stroke is much more difficult, as the bigger bike has plenty of pace to get your heart pumping, although it delivers in a more linear and controlled manner.

If outright lap speed is the only priority then the decision is easy, as a two-stroke simply can&#;t keep up with a modern four stroke in most conditions, however if you ride purely for fun then the choice becomes much more personal.

As a recreational rider who doesn&#;t currently race, I have the luxury of choosing the bike I lust after and get the most enjoyment riding, without having to concern myself with outright lap times.

For me the KTM SX offers a more involving experience than any of its four-stroke rivals, and at the end of the day that is why I ride.

 

SPECIFICATIONS:  KTM SX

PRICE: $10,

ENGINE: Liquid-cooled, single-cylinder two-stroke, cc, x 72mm bore x stroke, Keihin PWK 38S AG carburetor, five-speed transmission, kick start,Wet DDS multi-disc clutch with Brembo hydraulics,Kokusan EMS,TVC (Twin Valve Control) power valve

CHASSIS:Chrome-molybdenum steel central-tube frame,WP USD 48mm 4CS closed cartridge forks, Progressive linkage, WP PDS BAVP DCC shock absorber; adjustable compression and rebound damping, mm travel front & rear,Single GALFER mm front wave disc, two-piston Brembo caliper,Single GALFER mm rear wave disc, single-piston Brembo caliper,Black coated Excel rims; Laced-spokes; CNC machined hubs, x 21&#; 80/&#; Dunlop Geomax MX 52 (F), x 19&#; /&#; Dunlop Geomax MX52 (R), Wheelbase: mm

Sours: https://bikereview.com.au/ktmsx/
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Overview

KTM SX Power Up

The SX is regarded as the motocross motorcycle with the best power-to-weight ratio. The lightweight 2-stroke engine scores highly with unrivalled performance packed in an extremely light chassis – a formidable rival for the costlier 4-stroke competitors.

KTM SX Key Features:

Unrivalled Handling:

Wheels
The wheels fitted for MY feature black coated, high-end Excel rims with lightweight, CNC-machined hubs and spokes with lightweight aluminium nipples, allowing highest levels of stability to be achieved, while keeping weight to a minimum. New Dunlop Geomax MX 52 tyres were developed in collaboration with the KTM USA factory team and offer perfect traction with top performance. The new rear sprockets save 50 grams in unsprung mass.

Brakes
High-tech brakes from Brembo have always been standard equipment on KTM offroad bikes and, together with the lightweight wave brake discs, they are the measure of all things in terms of brake technology. As the best brakes in the motocross class, they remain unchanged for MY

Top Ergonomics:

Graphics
A new, refined graphic design with clear lines underlines the high demands made of a modern, state-of-the-art offroad motorcycle.

Bodywork
KTM engineers have focussed on designing the bodywork ergonomically and functionally in such a way that the whole motorcycle is in perfect harmony with the rider down to the very last detail. The front fender is a perfect example of how moulded plastic components can gain maximum stability with a well thought out structure and well-conceived attachment.

Seat
The ergonomically perfectly designed seat is equipped with a durable foam core, ensuring both greater comfort and higher stability.

Airbox
At the same time, the design of the airbox guarantees optimum protection of the air filter from dirt plus maximum air throughput for the highest performance. Quick replacement of the twin-air filter - without tools and in a matter of seconds - has long since been an unrivalled KTM standard.

Fuel Tank
All models in the SX range are equipped with a litre, lightweight polyethylene fuel tank. The fuel pump system used on the 4-stroke motocross models is the same as that used on the 4-stroke enduro models, thereby allowing optional fitting of larger tanks from the PowerParts range or from the enduro models.

Handlebar
All SX models are equipped with the extremely sturdy, tapered Renthal Fatbar handlebar that features an offset specially designed to meet the demands of motocross. In accordance with the proven KTM standard, the handlebar can be fixed in a choice of four positions. For MY , it is equipped with softer two-component grips to spare the rider&#;s hands.

Top Performance:

Engine
The powerful KTM SX engine unites an unbeatable power-to-weight ratio with outstanding performance and extremely easy handling.

Clutch
A new DDS clutch (Damped Diaphragm Steel) with diaphragm spring and wear-free steel cage is fitted to the KTM SX engine. The diaphragm spring, which preloads the package, not only reduces the operating force required to pull the clutch, but also provides space for integrated hub damping. The result: more traction and protection for the transmission. And with updated hydraulic clutch actuation from Brembo, the rider has everything under control right from the start.

Superior Chassis:

Frame
The modern frame design of the SX models, comprising lightweight, high strength, chrome-molybdenum steel section tubes, combines maximum longitudinal stiffness with optimum torsional stiffness. A forged and milled cross-tube connects the two frame halves with the connecting rod of the linkage on the new SX frame for Omission of the weld seams leads to very precise manufacturing tolerances and greater safety - moreover, it saves another 60 grams of weight.

Linkage / Shock Absorber
The revamped damping system for MY features a new linkage with optimised geometry. The flatter progression with a higher initial rate ensures greater stability and lowers the rear end. In addition, the new design saves another 40 grams of weight. The fully adjustable WP shock absorber has been completely retuned to suit the new linkage.

Fork
The fully adjustable upside-down fork from WP Suspension has been perfectly tuned to the new rear wheel damping system and the new 22 mm front axle (formerly 26 mm) for MY The new axle provides a better feel for the front wheel and also saves a further 40 grams. The new fork stubs now feature an offset of 33 mm instead of 35 mm, which together with increased trail deliver greater ride stability. Furthermore, they accommodate newly developed, 50 gram lighter fork protectors.

Triple Clamps
High quality, CNC-machined triple clamps have long since been standard equipment at KTM. They ensure precise handling and provide a perceptible boost to the flexing characteristics and hence the responsiveness of the telescopic fork. The new O-ring carrier for the lower steering head bearing, a revised shaft tube and the new steering head bolt save another 40 grams.

Specifications

About the author
Sours: https://www.topspeed.com/motorcycles/motorcycle-reviews/ktm/ktmsx-arhtml
2015 KTM 250 SX 2 stroke project bike- Motocross Action 2 Stroke builds

MotoOnline.com.au rides and reviews the KTM SX.

Following a day aboard KTM’s SX-F motocross range at Appin in New South Wales, it was time to mix some fuel and take the KTM SX for a spin.

And fellow test rider Dylan Wills, who recently took the SXD Australian Supercross Championship aboard a SX was clearly excited to throw down aboard his regular machine of choice.

The KTM SX has continued to give four-stroke MXD and MX2 riders major headaches over the past few years, and it’s not hard to see why. This bike has come leaps and bounds in recent years and it’s super impressive as an overall package.

Obviously for the SX receives the same fork upgrade as the rest of the SX-F range. The 4CS fork by WP is by far the most significant and impressive update, these forks work wonders for the overall feel of the chassis.

Much the same as the SX-F range during our test, initially we were experiencing a slightly harsh ride in the front end before both myself and Dylan opted to go five clicks softer on the compression and one click slower on the rebound. These changes completely altered the feel of the fork and we were both instantly comfortable.

Adding to the improved front end performance for is the new 22mm front axle (formerly 26 mm). The new axle provides improved rider feedback and also saves 40 grams. The new fork stubs now feature an offset of 33mm instead of 35mm, which together with increased trail deliver greater ride stability. They also accommodate newly developed, 50 gram lighter fork protectors.

Image: Adam Spence/Plan V.

Image: Adam Spence/Plan V.

Obviously Dylan was familiar with the handling characteristics of the KTM SX leading into the day, but for me the KTM SX equipped with the 4CS fork felt like a totally different bike. Cornering the SX is an absolute dream, I was super impressed by how well this bike turns.

Under braking entering corners the SX also performed surprisingly well. The front end provides such confidence inspiring feedback that you’re never scared to push that little bit further than you usually would. By no means am I pushing the bike to its limits, but personally, I could go deeper and faster into corners than I ever thought possible.

With an all-new front end, the SX also receives a rear end upgrade with a longer shock and an updated linkage to optimise geometry. The flatter progression with a higher initial rate ensures greater stability and lowers the rear end. In addition, the new design saves another 40 grams of weight.

These updated suspension components are mounted to a lightweight, high strength, chrome-molybdenum steel frame. The frame combines maximum longitudinal stiffness with optimum torsional stiffness. A forged and milled cross-tube connects the two frame halves with the connecting rod of the linkage on the new SX frame for

Image: Dylan Wills/64MX Photography.

Image: Dylan Wills/64MX Photography.

The unique steel frame design of the KTM SX is something that some people like, and some people dislike &#; here at MotoOnline we’re fans of the design. The steel frame especially shines through on the powerful two-stroke in hard pack conditions. The added flex throughout the chassis allows you to get that power to the ground and flow around the track.

Engine wise, the SX is a beast. There’s more power there than any weekend warrior could ever ask for. In saying that though, if you watch riders such as Dylan or Kale Makeham for example – they both ride the bike a gear taller and utilise the torque to its full potential.

I obviously took note of their technique over time and put it to use on the SX. It’s undoubtedly the way to ride this bike, the chassis works better, you don’t pump up as fast and you can really flow around the track. It takes time to get used to it, but once you do, you’ll really enjoy yourself thoroughly.

This is all thanks to the way KTM have designed the SX engine package. Powerful, plenty of torque, but very user friendly at the same time, it’s actually quite mellow if you rider it correctly. Although Dylan mentioned that with some slight jetting tweaks you can really make this bike an animal to ride – something to note for those racers out there.

Image: Adam Spence/Plan V.

Image: Adam Spence/Plan V.

The overall chassis and engine package on the KTM SX is killer. The nimble and super comfortable chassis combined with the lightweight cc two-stroke engine is a real winner. Dylan was clearly a fan of the bike before we started, but once we were finished, it had two huge fans that’s for sure.

A new DDS clutch (Damped Diaphragm Steel) with diaphragm spring and wear-free steel cage has also been fitted to the KTM SX engine. The diaphragm spring, which preloads the package, not only reduces the operating force required to pull the clutch, but also provides space for integrated hub damping.

The result of this upgrade is more traction and protection for the transmission. And with updated hydraulic clutch actuation from Brembo, we’re now provided with more control from the get go. Clutch and shifting characteristics on the SX are precise and super solid at all times.

The SX features high-tech brakes from Brembo paired with lightweight wave discs. These brakes are impressive, there’s no denying that KTM has the best brakes on the market today. The power these Brembo brakes provide is hard to match.

Image: Adam Spence/Plan V.

Image: Adam Spence/Plan V.

In the cockpit, the tapered Renthal Fatbar handlebar can be fixed in a choice of four positions. We opted to leave the ‘bars in the stock position while rolling them back slightly to suit our riding styles. For , the SX is also equipped with softer two-component grips to spare the rider&#;s hands.

KTM have gone with a fresh graphic design for featuring a lot more white compared to previous models, both myself and Dylan are huge fans of this design. The added white, paired with the orange frame, black Excel rims, black spokes and polished hubs really stands out. Aftermarket graphic and accessory companies will have their work cut out for them to improve these looks.

Overall the KTM SX is a bike that does take some time to really work out, but once you do, it’s an awesome piece of gear. You’ve got power on tap, light and nimble handling characteristics, easy maintenance and an absolutely badass looking ride. Be sure to head to your local dealer where the KTM SX will retail for $10,

Click here for detailed specifications

Sours: https://www.motoonline.com.au//12/12/testedktmsx/

250sx 2015 horsepower ktm

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Was sent for beer and tonic.

2015 KTM 250sx

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