2013 KTM 250 XC‑F: BETTER PERFORMANCEBack to Bikes Next Benefit
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.