The KX250F in stock trim has a 48-tooth rear sprocket.
Valentin mounted a 52-tooth rear sprocket for an
aggressive pull out of tight Supercross corners.
with a carbon fiber airbox, rear linkage holeshot device,
carbon gas tank and special Goldentyre rubber.
As we prepared to test Teillet’s KX250F, the first
thing the MXA wrecking crew noticed was how small
Valentin’s cockpit was. The Neken handlebars had a very
low bend and were rolled back. With its carbon fiber
body parts and titanium bolts, Teillet’s KX250F was
pushing close to the AMA’s 212-pound weight limit. We
felt as if there was a 125 two-stroke between our legs.
One of the reasons that Valentin wanted to come
to the USA to race was that the AMA doesn’t have a
Bud Racing uses a French-designed rear-suspension linkage
arm to keep the bike down and tracking straight on the start.
You compress the rear suspension, then lock the link. After you
start, the first big bump you hit releases the link. It works
similar to the front-end holeshot device.
23-year-old rule—and in Valentin’s case, this is important,
because he only weighs 135 pounds. If Valentin stayed
in Europe, he would have to move to the 450 class.
Valentin’s weight was an important factor in our testing
his Bud Racing KX250F, because we don’t have any
135-pound test riders.
We figured that Bud Racing’s Ohlins suspension would
be too soft for MXA’s bigger test riders, so we were
hesitant at first. We were afraid of shattering the
bottoming cones over the first big Supercross jump.
Surprise! The Ohlins setup was resilient. It was plush
over the chatter and then got progressively stiffer as
it moved deeper into its travel. In fact, we never blew
through the forks’ stroke. All of the MXA test riders gave
the Bud Racing Ohlins setup two thumbs up. It left us
feeling confident in the bike’s abilities.
The powerplant was done in-house by Bud Racing.
After the first few laps, we felt the clutch slipping. We
asked the Bud Racing mechanic how much time was on
the clutch, and he said just one short practice session.
We had the team pull the clutch down and, sure enough,
the plates were fried. That is when they told us that
Valentin has a reputation for abusing his clutch when
entering the whoops as he tries to learn how to skim
them a gear taller.
With fresh plates installed, we got back on the track.
The engine’s characteristics felt similar to an outdoor
setup. It had very little bottom and not much hit, but
as the rpm climbed, the power gates opened up. Bud
Racing’s engine revved to the moon and back. Learning
to ride this bike on a Supercross track was difficult