Project bikes are always a big undertaking. After all the e-mails and phone calls to get things organized, there are the hours spent in the garage cleaning parts, rebuilding stuff and assembling the masterpiece. To be honest, this bike has been a large undertaking but it has also been very rewarding on many fronts.
If you read the first installment, you know how this whole ’08 KTM 250XC-F project got off the ground. What started as a simple big bore kit got all ‘Kuli’d’ up in a big hurry. While I do love a pretty bike, I love a solidly built and good performing bike even more. I decided to go for the whole package on this project and couldn’t be happier with how it turned out.
I will begin with the engine since it’s what started the whole project. The modifications include a KTM Hard Parts 280 big bore kit and Bondi Engines head porting. The Hard Parts 280 kit comes complete with the cylinder, piston kit and gaskets. It is a high-quality package that was designed to work with this motor and bolts right on. Bondi Engines is a well-known Ontario-based engine builder who has done motors for some of Canada’s fastest racers. Bondi ported the head to remove any casting flaws and for increased air flow into the cylinder.
To complement the internal work in the engine, I wanted to add an exhaust system. In what can only be described as the biggest stroke of luck in my life, I was offered the new 2011 Akrapovic slip-on exhaust. To say this part was new would be an understatement as it was shipped directly to me from the factory in Slovenia. According to Akrapovic marketing man, Peter Kavcic, this was the first unit in North America. Yes, I felt special!
Some features of the new exhaust, which took two years to develop, include lower noise emissions (for those who need to use quiet mufflers on MX tracks), removable noise reduction/spark arrester insert, weight reduction of 0.53 kg over stock, reinforced titanium end cap, double-welded brackets and a titanium muffler outer sleeve for durability.
The interesting thing is that this slip-on fits all KTM 4-stroke EXC, SX-F and SM models from 250cc to 530cc. The quality of this piece is second to none. From the machined flange at the head pipe connection to the welds, brackets and overall finish, you will not find a better exhaust available to the public. The fitment was perfect and installation easy.
It is available exclusively through the KTM Power Parts catalogue.
All these modifications worked together to make a strong running 250F much better in all aspects. Gopher Dunes is a true test of horsepower for any bike with its deep sand. The new motor would pull a gear higher on most parts of the track and the clutch use needed to get out of corners was almost non-existent compared to the stock motor. Where you needed the clutch to get the motor spinning before, the increased torque from the increased displacement and head mods got the bike on top and moving. While the 280 could still rev, it was more effective and easier to ride using the bottom end pull to get you calmly down the track with out any rev limiter drama.
In order to get a good idea of what the exhaust offered the package, I swapped between the stock XC-F silencer, a stock SX-F silencer and the Akrapovic both with and without the quiet/spark arrestor tip. I did this portion of the test on a loamy track so I would have consistent conditions and feel for each system. The stock XC-F muffler offered nice smooth power and a quiet exhaust note. This, combined with the motor work, put out similar power to the stock motor with the free-breathing SX-F muffler installed. Using the SX-F muffler with the modified motor, the bike was certainly stronger and faster then before the engine changes. This combination worked well but was understandably louder.
I then went to the Akrapovic and the ‘grunt monster’ was born! It was a very noticeable increase in power and the sound registered in between the XC-F and SX-F systems. After the insert was installed, the performance dipped to the SX-F mufflers level while the sound was quieter than the XC-F muffler. To keep myself straight, I had a friend ride the bike in all four configurations to get a second opinion. His thoughts and feelings were the same as mine so I felt confident in my findings.
Big power is great but tends to be counterproductive if your bikes suspension isn’t set up to handle it. A bike that kicks and bucks all around the track isn’t going to be very much fun to ride. Since the 250XC-F is considered a cross-country machine, the suspension settings from the factory are a bit of a compromise.
The bike worked well on the motocross track and in the off-road arena but it was never exceptional. The White Power components that come on the KTM are high-quality units, but the internal settings weren’t optimal. My biggest complaint was always the fork. When I got it to pick up the small bumps well, it bottomed like crazy. Inversely, when I got the bottoming under control, the front end was harsh in the little stuff. I figured that I either needed stiffer fork springs or higher oil levels. Enter Joe Skidd from Superior Suspension Setting (SSS).
Most know Joe from his work at Blackfoot Racing as the suspension/chassis mastermind. A few years ago he started SSS and is sharing his expertise with the general public. After explaining my situation and complaints with my suspension, Joe was confident he could help.
The following procedures were performed: All friction surfaces are improved for less friction. Bleed circuits are modified for better flow character. Compression and rebound valving changed for better damping response, improved small bump ride, improved resistance to bottoming and improved traction. Oil volume in fork is raised to improve dynamic geometry and aid bottoming resistance. Reservoir/bladder kit is installed to replace the less than reliable free piston on the shock. Bigger gas volume reduces fade. Pro Package KTM jobs are $1,079.00. Any additional parts that need to be replaced, including seals, bushings and springs, are extra. In most cases, the stock springs are adequate.
The first thing I noticed was the new SSS shock reservoir. It is a custom-machined piece that is longer than stock and contains the bladder kit mentioned above. Joe includes an installation instruction sheet with each revalve and it is a good idea to follow it. After installing the suspension, I set the sag on the shock and was out for a ride. On the first lap I could already tell it was worlds better than before. The little bumps that used to rip the handlebars out of my hands simply disappeared beneath my wheels. On bigger jumps or flat landing, the harsh bottoming was gone. The suspension was using full travel but the ‘clunk’ was never felt. The bike had a very settled feel to it and it set up for corners better than ever before. The Moncton track has deep ruts in many corners and the bike steered in and through them with little input and never had that ‘stand-up’ feel in mid corner. It was like riding a different bike and I was able to attack the track with confidence. I have gone on a few trail rides with the new settings and have done nothing more than soften up the compression a little for the slower speeds in the trees. It’s the same great action in either discipline.
All of the other products I used during the project worked well. The brake rotors and pads from Magnum Distributing offered great feel and are just as strong as the stock KTM brakes. The Magnum sprockets took a lot of abuse and never caused a problem during a few rather muddy rides. Sicass Racing’s stop/start button is great! I love how it cleans up the handlebar area and offers the ability to do both functions on the throttle side of the bar. Other odds and ends include the KTM Hard Parts tubular rad protectors, which mount perfectly and offer a ton of protection. The Tubliss system has worked perfectly since I first put them in. They do tend to draw attention when people ask me why I have a valve cap on my rim lock.
Most of the project has been about the performance of the bike. Now I want to talk about the look. The orange-powder-coated frame and plastic really looked sharp, but what totally set the bike off for me was the graphics kit by Fuze MX in Edmonton, AB (www.fuzemx.com). Curtis went above and beyond to make this graphics kit happen. I phoned him and gave him an idea of what I wanted and he ran with it. Every weekend I would get dozens of people asking me if the bike was a 2011 model or some sort of limited edition KTM. The layout was a little different but that’s what we were going for and it worked.
The quality of material used in the graphics was incredible and after 15 rides they still look great. A little scratched in some spots but they are still stuck where I put them! And speaking of installation, the material stretches really nicely around curves and corners. Without a doubt the easiest graphics kit I have ever put on.
All the time and effort put into the bike build-up was worth it in the end. What started out as a simple idea got real big in a hurry. The bike is a blast to ride and performs better now than it ever has. It has surpassed all my hopes and I still get a big smile on my face every time I see it in the garage or when someone asks me about it at the track. I certainly need to thank Siert and Greg from Orange Motorsports for spawning the idea in the first place, Chris Bondi for the headwork and jetting advice, Peter Kavcic and Nick Iannitti from Akrapovic, Joe Skidd from Superior Suspension Settings for his magic, Curt Czerniak from Custom Concepts for the powder coat and Curtis Lea from Fuze MX for the graphics and Rick Kotecki from Magnum Distributing. And super-big thanks to everyone who asked about the bike at the track!
