The 2013 KTM 250 XC-F comes with a set of important upgrades which help it consolidate its position in the 250 class.
For the starters, the new model comes with a fresh, lighter, 1-cylinder, 4-stroke engine, water-cooled engine with a displacement of 249.91 cm³ (15.2505 cu in). The engine is fed by a large 9.5 liter fuel tank that offers a pretty generous riding range.
The motorcycle also comes with a new frame design that includes lightweight, high strength, chromoly steel section tubes for an ideal mix of longitudinal and torsional stiffness. This means that the motorcycle will reward you with a better balance and a sharper handling than its predecessor.
You also get a set of capable suspensions provided by WP Suspensions and a pair of front and rear disc brakes (260 mm front and 220 mm rear).
Hit the jump for more information on the KTM 250 XC-F.
The new generation KTM 250 XC-F appears with a completely new, even lighter engine and an updated injection system. In other words: a performance package that will redefine the 250 class. Together with a new frame and new bodywork, the new 2013 KTM 250 XC-F is a winning bike that will dominate the 250 class.
A completely new design, without kickstarter, in a new engine case, manufactured in a die-casting process. What’s all this for? To save weight. A new, elastic and simultaneously high-strength, aluminum alloy provides additional damage protection for the engine on the 2013 ktm 250 xc-f.
Cylinder + piston
The stroke-bore ratio of the 2013 ktm 250 xc-f has been defined as somewhat shorter-stroked for the benefit of higher peak power, with the new cylinder now boasting a bore of 78 mm (3.07 in) (previously 76 mm (2.99 in)), hence providing space for larger valves. Despite the larger diameter, the box-type, forged piston is lighter in weight. This reduces the moving masses and enables higher engine speeds as well as more power.
The goal was less vibration in spite of increased revs. That’s why the new ktm 250 xc-f engine also has a laterally positioned balancer shaft, which also serves as the drive wheel for the timing chain and the water pump.
Those wanting to know what drives a winner to victory will find the answer here. The heart of the newly developed dohc engine is the redesigned cylinder head with twin overhead camshafts and dlc-coated cam followers that actuate the titanium valves. Larger, flow-optimized ducts in conjunction with the more generously dimensioned intake valves (intake 32.5 mm (1.28 in), exhaust 26.5 mm (1.043 in)) guarantee 10% more gas flow and significantly improved performance. The new camshafts on the 2013 250 xc-f have been designed (new valve timing, larger stroke) for achieving a huge increase in performance compared with its predecessor, above all, at the top end of the rev range (max. 14,000 rpm, previously 13,400 rpm).
New injection system
The keihin engine management system with electronic fuel injection has been improved significantly on the 2013 ktm 250 xc-f. Even more performance has been achieved with greater air flow through a new throttle body - featuring a 44 mm (1.73 in) instead of a 42 mm (1.65 in) port - in conjunction with the new injector nozzle. The throttle position sensor (tps) is more durable and protected from stone impact with a plastic protector. The connectors are now enclosed in rubber grommets to protect them from pressure washers. The wiring harness has been simplified and the quality of cables and connectors optimized. Additional engine characteristics can also still be activated with an optional powerparts map-select switch that can be mounted on the handlebar.
The modern frame design of lightweight, high strength, chromoly steel section tubes guarantees an ideal mix of longitudinal and torsional stiffness, resulting not only in easy handling and precise steering behavior, but also in excellent ride stability. The four-stroke frames impress in my 2013 with a stiffening of the frame triangle and thinner-walled down tubes. This leads to an improvement in tracking stability (increased torsional stiffness) accompanied by a reduction in weight. The engine braces to the cylinder head have also been optimized, along with their attachment to the frame. The frame bears a new color on the ktm 250 xc-f and it is still the benchmark in terms of weight and stability.
The further improved 48 mm (1.89 in) upside-down fork featuring closed-cartridge technology has been optimized with completely revamped xc settings developed here in the united states for perfect harmony with the new frame and engine. The new oil is significantly more wear-resistant and guarantees more consistent damping throughout both the course of a race and the bike’s life cycle. A new lower triple clamp is 80 g (2.82 oz) lighter and, just like the upper triple clamp, cnc-machined from high-quality aluminum, whereby the steering characteristics, and hence, the responsiveness of the fork have been noticeably improved.
The wp monoshock has been further refined for 2013 and, together with the ktm linkage system, it excels with its completely revamped xc settings for improved damping, more traction and even higher reserves against bottoming out. Rebound and compression damping (high and low speed) can be adapted individually to the track and rider in no time at all.
The wheels are fitted with lightweight, cnc-machined hubs and high-end giant rims, plus new, black-coated spokes with aluminum nipples, guaranteeing the highest level of stability while keeping weight to a minimum. The dunlop geomax mx51 tires stand for excellent traction and performance. For the benefit of greater ride stability on the ktm 250 xc-f, the rear axle has been increased in diameter from 20 mm (0.79 in) to 25 mm (0.98 in).
Visually the completely revamped bodywork indicates that the 2013 model year represents a new xc generation. Above all, the ergonomics and function of the plastics have been designed in such a way that the whole chassis and engine package forms a perfect harmony with the rider down to the very last detail. The fuel tank and spoiler have been restyled along with the airbox cover and the front fender, including the front number plate. A particular highlight is the new front fender, which has no ribbing whatsoever on the inside to prevent mud build-up. A pioneering structure and improved attachment of the fender to the triple clamp result in up to 50% greater lateral stiffness.
|Engine Type||1-cylinder 4-stroke engine, water-cooled|
|Displacement||249.91 cm³ (15.2505 cu in)|
|Bore||78 mm (3.07 in)|
|Stroke||52.3 mm (2.059 in)|
|Engine lubrication||Pressure circulation lubrication with two Eaton pumps|
|Cooling||Water cooling, permanent circulation of coolant by water pump|
|Clutch||Multidisc clutch in oil bath/hydraulically activated|
|Ignition||Contactless controlled fully electronic ignition with digital ignition adjustment|
|Frame||Central tube frame made of chrome molybdenum steel tubing|
|Fork||WP Suspension Up Side Down 4860 MXMA CC|
|Shock absorber||WP Suspension 5018 BAVP DCC|
|Suspension travel Front||300 mm (11.81 in)|
|Suspension travel Rear||317 mm (12.48 in)|
|Brake system||Disc brakes, brake calipers on floating bearings|
|Brake discs - diameter Front||260 mm (10.24 in)|
|Brake discs - diameter Rear||220 mm (8.66 in)|
|Chain||5/8 x 1/4"|
|Steering head angle||63.5°|
|Wheelbase||1,495±10 mm (58.86±0.39 in)|
|Ground clearance, unloaded||375 mm (14.76 in)|
|Seat height, unloaded||992 mm (39.06 in)|
|Total fuel tank capacity, approx.||9.5 l (2.51 US gal)|
|Super unleaded (||ROZ 95/RON 95/PON 91)|
|Weight without fuel, approx.||106 kg (234 lb.)|