mid-stroke harshness. That’s no longer possible, given
that the 4CS chamber is sealed. The oil level is now
determined based on the weight of the fork leg rather
than by measuring oil height.
Cartridge chamber. The cartridge chamber is found
inside the inner chamber, which is where damping is
created. The cartridge chamber houses the piston that
plunges through the oil.
Reservoir chamber. Found at the bottom of the
upper fork tube (in the same area where the fork seal is
located) is the extension reservoir chamber. It creates an
optimum pressure balance in the fork and prevents cavitation. The reservoir is available to accept displaced oil
from the inner chamber as the fork is compressed. The
reservoir chamber contains the reservoir body, a short
pressure chamber spring, separator piston and circlip.
Q: WHAT OTHER CHANGES WERE MADE TO
THE 2015 KTM 250SXF?
A: The list is not extensive. KTM feels content with
their 250SXF package, making minimal changes to
problem areas rather than rebuilding from the ground up.
This approach to refining a motorcycle has many
redeeming qualities. (a) The engineers can focus on key
issues rather than starting over from scratch. (b) Good
attributes of the bike aren’t lost to the dumpster in
pursuit of unproven ideas.
Here is the list of significant 2015 KTM 250SXF
(1) Frame. Borrowed from the 2014 KTM 450SXF
Factory Edition, the 2015 KTM 250SXF receives a
machined cross tube to connect the frame sides and the
shock linkage. Previously a chromoly tube with welded
tabs, it has been replaced by a forged-steel piece that
reduces flex and weight ( 60 grams). It also provides
exact tolerances for improved performance. The most
obvious change on the new 250SXF is the orange
( 2) Front axle. KTM reduced the front axle size by
4mm (from 26mm to 22mm) to reduce weight by 40
grams. The axle offset has been adjusted from 35mm to
33mm to increase trail for better stability.
( 3) Fork guards. Gone are the wraparound fork
guards. In their place are lighter and smaller guards with
in-mold graphics. They don’t offer as much protection as
the previous design, but are 50 grams lighter.
( 4) Shock. The WP 5018 shock and linkage package
features a new machined linkage called the “G” linkage
by KTM; it is the exact spec as what the factory race
bikes run. It features a revised rising rate that has a
higher starting rate that blends into a flatter, less
progressive curve. The new pull rod is 2.5mm longer and
26 grams lighter. It lowers the seat height by 8mm. The
shock features an increase of 4mm of shaft travel while
maintaining the same amount of wheel travel. Lastly, the
shock has been re-valved to match the fork and chassis
package. There is less low-speed compression and more
high-speed compression, with the clickers making a more
( 5) Triple clamp. KTM’s black-anodized four-position
triple clamps have a new O-ring support for the lower
bearing on the steering stem. It is made of aluminum
and 22 grams lighter. The steering-stem bolt is 8 grams
lighter, thanks to a decrease in head-nut size (downsized
from 27mm to 17mm).
Benefits: We can’t
deny our love of the
black rims, in-mold
start, front brake
and great handling.
the KTM 250SXF is
a dream to ride.