Tuesday, 28 February 2012
WE RIDE DUBACH RACING DEVELOPMENT’S KTM 350SXF
DR.D was quick to predict that the KTM 350SXF would be embraced by Vet class riders; Doug Dubach set out to make it better
You’ve probably heard so much about the 2011-12 KTM 350SXF that your mind is on overload. By some pundits, the KTM 350SXF has been heralded as the second coming, and the ballyhoo was accompanied by a successful race debut in the hands of 450 World Champion Antonio Cairoli. Historically, aftermarket hop-up companies don’t put KTMs on their “must-do” lists when it comes to making project bikes. Not so after 2011. Every company immediately started working on KTM 350SXF parts, pieces and paraphernalia. Why? Because of all the bikes offered in 2011-12, the KTM 350SXF is selling.
Doug Dubach became a believer when, in record time, DR.D (Dubach Racing Development) ran out of 350SXF pipes, including their entire production run of stainless steel, titanium and carbon fiber systems. Amazingly, racers had pre-ordered pipes before they even laid hands on their bikes.
Like most aftermarket companies, DR.D was excited to get the latest thing and try to make it better. The high demand for exhaust systems not only sweetened the deal, but DR.D was quick to predict that the KTM 350SXF would be embraced by Vet class riders. This is important, because Vet racers are more likely to be able to afford a cool new bike, less likely to adhere to traditional engine displacement class structures, and more likely to buy aftermarket parts. Early in the game, DR.D back-burnered some Japanese-built bike projects to go full-speed ahead with testing of their KTM products.
To make the most of KTM’s popular mid-size racer, DR.D focused on the engine and had Enzo work on the suspension.
As for MXA, we had spent more time on the KTM 350SXF than virtually anyone outside of the KTM R&D department. We aren’t telling tales out of school by saying that we were hoping for a little more from the 350SXF. Don’t get us wrong; many of the orange helmet crew loved to race the bike. But virtually every MXA test rider hoped that it would fall a lot closer to the 250 side of the spectrum on weight and a little closer to the 450 side on power.
When Doug Dubach told us he was working on a 350SXF project, we were excited. We had been tinkering with and tuning our KTM 350SXF for the last two seaosns and had made a few discoveries—but hadn’t kicked out the jams in terms of engine development. So, we were eager to get together with one of the sport’s most famous factory test riders to compare notes. Best of all, Doug was willing to hand over his full-race KTM 350SXF so that the MXA gang could test it, play with it and race it.
SHOP TALK: DID THEY COVER THE BASES?
DR.D teamed up with Malcolm Smith Motorsports on a joint project that both hoped would hit a home run with buyers. Malcolm Smith’s shop is one of the nation’s most famous motorcycle dealerships.
FIRST BASE: First base for DR.D was to hone the 350SXF engine’s power delivery. They felt that the 350’s cam profile was sufficiently aggressive and that the compression ratio was more than high enough at 13.5:1. DR.D’s goal wasn’t to build a time bomb, but to depend on exhaust tuning to maintain the durability of the stocker while showcasing DR.D’s bread and butter—their exhaust pipe.
Engine mods were relegated to degreeing the stock cam and porting the head. The cam timing was outsourced, but DR.D performed the head porting in-house. You won’t find the service advertised on www.dubachracing.com, but if you send in your cylinder head, they will port it, recut the valve seats and inspect the valve train. DR.D didn’t notice a huge difference on the dyno with just these mods.
Naturally, most of DR.D’s attention was focused on the exhaust system, and our project bike got the titanium version. Most MXA test riders prefer to stick with stainless steel systems because they offer more bang for the buck, but on their project bike DR.D wanted to mount their top-of-the-line system. Doug felt that the KTM 350SXF had good spots and bad spots, but wasn’t as unified as it needed to be. Doug believed that by adding more midrange and top-end power, he could define the working zone of the 350SXF.
Most DR.D full titanium systems cost $869.00, while carbon systems cost $919.00. The Ti systems for the 2010/2011/2012 YZ450F and 2011-12 KTM 350/450 cost $919.00. We understand the increased complexity of the Yamaha’s loop-de-loop midpipe, but we’re not sure about the KTM.
 Enzo handled the suspension chores, and tried to make the 350XF work without going to stiffer springs. It didn’t work. |
SECOND BASE: Second base was covered by Enzo Suspension, which Doug Dubach has had a long relationship with. On the bill were suspension revalving (front and rear) and stiffer fork springs (0.49 from 0.46 kg/mm). In testing, Doug’s first goal was to get the 350SXF suspension to stay up in the stroke and keep the forks from diving when entering turns.
THIRD BASE : At third base were some carefully chosen performance aftermarket accessories. A Turn Tech 2.5-amp battery was aptly chosen as an affordable way to shed almost three pounds. Hinson got the call for clutch duty and supplied an inner hub and clutch cover.
For years, Doug Dubach’s go-to tire combo was a Dunlop 756 in the rear and a 745 in the front. With these two tires discontinued, Doug switched to an MX51 in the rear and MX71 in the front. Most MXA test riders could live with this tire setup, although we opted for an MX31 front tire for deep loam and softer dirt.
HOME BASE: Bringing the project home were Renthal TwinWall handlebars and Kevlar grips, DeCal Works T-7 custom graphics, Motul lubricants, and a DR.D hour meter. Renthal also supplied the sprocket combo (with an extra tooth on the rear to help the bike rev through the powerband quicker).
Doug Dubach’s goal wasn’t to turn the KTM 350SXF into a fire-breather, but rather to give it one unified powerband—instead of two distinctly different ones that come with stock.
TEST RIDE: PUT IT THROUGH ITS PACES
The MXA wrecking crew put DR.D’s KTM 350SXF to the test in the most difficult situations we could find in SoCal. We drag raced up the steep hills at Glen Helen, hammered Competitive Edge’s Supercross track, powered through mud at Racetown and, most important, we lined up behind the starting gate and raced the bike in competition. In doing so, we found exactly where the bike’s strengths and weaknesses lie.
Low-end power felt a little stronger than stock on the DR.D 350, but for all intents and purposes, it was still best to skip straight to the midrange—which was significantly improved over the stocker. Trying to eke out every pony we could when chasing 450s and charging down straights required getting to the high-rpm sweet spot as soon as possible. In stock trim, the 350SXF has two powerbands—a slow, torquey low-end and a revving, high-rpm top-end. That might sound good on paper, but it is kind of schizo on the track. We preferred one powerband over two. The biggest perk of the DR.D powerband for some was more forgiving shifting points. The DR.D 350 was more forgiving if you came out of the turn in a taller gear or shifted sooner.
We were excited to do some Supercross riding on the 350SXF to see how it matched up against the traditional 450cc Supercross bike. The DR.D 350SXF had its merits. It felt light and lively around the technical course, and it was comfortable at speed. There were places where a 450 could be a handful, but it was hard to deny that the abundant low-end torque of the 450 was incredibly useful for hooking up on hardpack, jumping out of a turn, and shifting up in a whoop section. The DR.D 350SXF’s titanium pipe and lightweight battery helped make the KTM 350SXF about five pounds lighter, but to be truly competitive in Supercross, the 350SXF needs to lose another five pounds.
Indoors or out, the MXA test riders were comfortable with the bend of the Renthal TwinWall handlebars, but they were split on rigidity. Our Intermediate and Novice testers thought the bars were too stiff, but our Pros loved that trait.
From the factory, the 2011 KTM 350SXF is sprung like an enduro bike. Even featherweight test riders thought that it needed to be stiffer. As a rule of thumb, MXA recommends dropping the stock 0.46 fork springs and 5.4 kg/mm shock spring for 0.50 and 5.7 springs (luckily in 2012, KTM made these changes for us). DR.D didn’t change the shock spring, but they did stiffen up the forks. The biggest difference was in the Enzo valving. The front forks were great at handling hard G-outs, big bumps and whoops, but when the speeds got faster and straightaways started to get choppy, the forks beat us up. We softened the compression considerably to try to find a happy medium.
As for the shock, we don’t think anyone under 150 pounds can run the stock 5.4 kg/mm shock spring from the 2011 and will need the 5.7 from the 2012. Since Enzo kept the stock spring rate and tried to control movement with valving, the shock tended to feel very dead. We think that a stiffer shock spring would bring some life back to the rear end.
DR.D exhaust systems come with a magnesium end cap, a healthy dose of midrange power and an AMA-legal bark.
VERDICT: INCARCERATED OR VENERATED?
For a racer, the stock KTM 350SXF’s usable powerband doesn’t start to work until 9000 rpm and up. It must be ridden like a 250F (albeit a very powerful one). It can never be raced successfully as a mid-sized 450. It isn’t strong enough below 9000 rpm to be short-shifted. This is an all-or-nothing engine. MXA test riders either hated this engine or loved it; there was no middle ground.
DR.D’s KTM 350SXF powerband is much better than the stocker because the beefed-up mid-and-up powerband expands the working zone of the engine. The power is broader, not so single-minded, and while it’s no midrange monster, it does get started sooner. The DR.D version of the KTM 350SXF isn’t the ultimate racing weapon, but it is a nice shove in the right direction. If you plan to race a 2011-2012 KTM 350SXF, you should consider hopping it up to enhance and expand its existing powerband. Otherwise, just buy a KTM 450SXF.
For more information, go to www.dubachracing.com.
TRAVIS PASTRANA: STARTING ON A NEW NASCAR CAREER—ALTHOUGH HE CAN’T LET THE X GAMES GO JUST YET
What Travis has to say about his Nationwide debut, the X Games, Freestyle and the learning curve
Travis has lined up sponsors for at least 7 Nationwide races this year. Photo: Travispastrana.com
What is the news about your NASCAR schedule?
"We were looking to get 20 races in the Nationwide Series, but with the sponsorship—we've got it really good through K&N, Boost Mobile and Samsung—they've agreed to do seven rounds. We were going to try to do the best that we could with that seven rounds. I said, 'You know what, we need to get out there and we need to get racing. So, let's announce the schedule, let's start in Richmond.' We'll hit seven rounds and still have the goal of hitting 20 races. Basically, just throwing it out there that we're definitely in 100 percent.
What about freestyle?
We're not doing any of the freestyle motocross or any of that stuff. This is where I want to be. With the help of Waltrip Racing—those guys are putting me in good cars and we're ready to get out there and really try to do the best that we can in this sport. We're starting at Richmond and we're trying to go through as much as we can after that."
Travis still wants to race Rallycross at the X Games. Photo: Travispastrana.com
Were you disappointed not to race in the Nationwide Series last year?
"Last year, definitely shot myself in the foot for sure and had a lot of sponsors and a lot of people relying on me to show up. Unfortunately, I shattered my ankle and my foot at the X Games. I will still be going back to the X Games for Rally Cross.
Travis at the 2012 Rolex 24 Hours of Daytona. Photo: Travispastrana.com
Who would you like to thank?
Definitely big thanks to the Michael Waltrip Racing guys and everyone that's trying to guide me in the best direction possible. This is going to be a lot of fun and I'm looking forward to spending a lot of time with the guys. Even on a side note—we're pretty much done with all the other stuff as far as the shenanigans with Freestyle and everything. Last year we did a filming for a movie that's going to come out in theatres mid-summer. The Nitro Circus and Michael Waltrip Racing guys actually helped me with building a bus that we jumped with seven people and ended up going almost 200 feet in a bus over a huge gorge. They made it safe and made it fun so I would like to thank the guys for getting that bus to safely fly that gap. Hopefully, we'll be able to showcase NASCAR is that movie as well. We will be able to showcase NASCAR in that movie because we've already filmed it and with the help of these guys, it's been a lot of fun."
Why did you pick these races to run?
"The reason that we've chosen the races we have is just to get as much diversity as we possibly can. I'm definitely looking forward to running a road course—trying to get the funding to at least do a K&N West as well. Trying to get on as many different tracks as possible. Of course, tracks like Darlington is something that I've looked forward to running for a very long period of time. Indianapolis—ast year I thought it was going to be a lot of fun because it was more of a flatter, shorter track, which I can slide a ca— I've been doing that my whole life. I just have to figure out how to not slide a car now and we'll see how that works out. Just trying to get as much diversity as we can in the races that we're guaranteed to do. Have great sponsorship lined up for the start, but I said, 'Let's try to pick the best tracks we can, let's do the best that we can with what we've got guaranteed and let's keep looking.' I want to be racing every single weekend. If we get 20 races or 25 races, that's what I need to get seat time."
How has NASCAR been so far?
It's been really a fun deal to learn a lot more about the sport. Motocross, when I got into it was all I would eat, breathe and sleep. Then, I went to Rally cars and that was all you did for literally seven years—that was the focus. Coming over here, there's a lot of history that I need to learn. I actually did the rookie seminar and they showed a whole video on basically how NASCAR got started. It makes you smile and makes you really want to get out there and try to represent these guys the best you can.
Travis as we know and love him. Photo: Travispastrana.com
How difficult is the transition from action sports to NASCAR?
"No matter what you drive or what you ride, no matter what you've been successful in the past— if you switch sports you're starting not from square one. You understand the balance, you understand the dedication and you understand what it takes to get to the top of a sport. It's still unique. Motocross was all about aggression on two wheels. Rally cars was listening to the co-driver and having to understand that and very aggressive with all-wheel drive. Now there is a lot of roll speed. It's completely different—not to say it's a waiting game, but you're trying to be right on that edge without going over that edge which is something that's completely different.
TWO-STROKE TEST: 2012 KTM 250SX IS THE KING OF ALL SMOKERS
KTM plans to produce 56,000 offroad motorcycles in 2012. Read that again: 56,000. And, 14,000 of them will be two-strokes
2012 KTM 250SX: There was a time when the Yamaha YZ250 two-stroke could compete on equal terms with the KTM 250SX, but in the last two years the six-year-old YZ has been surpassed by KTM’s superior engineering.
Q: FIRST AND FOREMOST, IS THE 2012 KTM 250SX BETTER THAN THE 2011 KTM 250SX?
A: Yes and no. Yes, because it is new, has linkage and benefits from KTM’s yearly upgrades. No, because the 2011 KTM 250SX works virtually the same (and some MXA test riders preferred the ’11 to the ’12).
Q: WHAT IS THE BIGGEST CHANGE ON THE 2012 250SXF?
A: The big news revolves around the all-new rising-rate linkage rear suspension and new frame to go with it. KTM is quick to point out that they believe the linkage system, which debuted on the 250/350/450SXFs last year, works the same as the no-link PDS system. So, if it works the same, why did they go with it? KTM readily admits that they changed all of their motocross bikes to linkage systems in response to demands from the American market. Even though they may have changed from the no-link PDS system to the linkage system grudgingly, there were solid technical reasons why the links made sense to KTM.
(1) Breadth. KTM’s engineers admit that the linked rear suspension works on a wider range of track conditions with fewer clicks necessary to bring the suspension into line. On the PDS system, some conditions would require very large clicker adjustments (or even a spring change), while the linkage system can normally make the rider happy within seven clicks.
(2) Shock length. American-spec KTMs get shocks that are 4mm shorter than Euro-spec shocks. Also, KTM says that the American factory bikes run 10mm-shorter shocks. This presented a problem on the old PDS system, because it only had 108mm of stroke to work with. The new linkage system has 130mm of stroke. That means that the American-spec and factory shocks can now be shortened without seriously biting into available shock stroke.
(3) Linkages. One obvious advantage of the linkage bike over the no-link PDS bike is that both the suspension and handling can be altered with longer or shorter links. MXA prefers to run a 143.75mm shock linkage instead of the stock 142.50mm link. The extra 1.25mm not only lowers the rear of the bike, but it stiffens the initial part of the stroke to hold the suspension higher in its stroke for a more aggressive feel.
Q: WHAT OTHER CHANGES DID KTM MAKE TO THE 2012 250SX?
A: Last year, KTM redesigned the cylinder (with a lower exhaust port), reconfigured the power-valve flap spring (from a 2mm to a 1.8mm wire diameter), installed keystone rings (with a slight taper on the top side for better reliability), made a new exhaust pipe (targeting improved bottom end), outfitted the 250SX with a new silencer (2mm-larger core), developed a wraparound silencer mounting system (that allows more flex), and eliminated the silencer’s large star-shaped nut (that had the irritating habit of falling off). These 2011 changes negated the need for KTM to completely overhaul the 2012 model, but KTM did make four changes (apart from the switch to rising-rate linkage):
(1) Head stay. Ed Scheidler, the retired guru of Yamaha testing, proved to the MXA wrecking crew decades ago that handling could be changed by simply switching cylinder head stays. If you don’t believe us, test it yourself by removing the head stay and riding your bike (although don’t do this for too long). For 2012, KTM discovered what the “Field Marshall” knew years ago and designed a new head stay that reduces vibration and improves the chassis feel. KTM tested 20 different head stays, but eventually chose head stay number seven.
(2) Reed valve. Although KTMs have come stock with Moto Tassinari VForce reed blocks for years, for 2012, they will get the latest VForce3 reed block (the one with reed stops).
(3) Frame. The frame layout had to be modified with a shock tower and lower linkage brackets, but apart from these elements, it is still the same frame as last year in terms of geometry and front triangle.
(4) Swingarm. KTM’s engineers didn’t waste time with any busy work. The 2012 KTM 250SX uses the exact same swingarm as used on the linkage-equipped KTM four-strokes. KTM’s one-piece swingarm casting is a technological marvel. There are no welds, hot spots or stress risers in the design. It comes fully formed from a single casting.
(5) Rear fender. Last year’s fender flapped when it got loaded with mud. The 2012 fender is reinforced along its edges, which also makes it more comfortable for your hand when picking the bike up.
(6) Airbox. KTM redesigned the air boot and airbox to accommodate the new, more upright rear shock position. They took this opportunity to incorporate a design that enhances air velocity.
(7) Fork seals. KTM formed a strategic alliance with SKF to produce forks seals that greatly reduce stiction.
(8) Rear master cylinder. Previous KTMs suffered some wear issues with the rear brake seal. For 2012, they reengineered the master cylinder to integrate the bleed hole into the piston, which stops the seal from wearing against the hole.
(9) Tires. The American-spec tires of choice for 2012 will be Dunlop Geomax MX51s, but the Euro-spec 250SX gets Pirelli Mid-Soft tires.
(10) Bodywork. Last year’s two-stroke plastic was different from the four-stroke plastic in some areas. This year, they share the same plastic.
Q: HOW FAST IS THE 2012 KTM 250SX?
A: This is a very quick bike. It doesn’t have a torquey low-end throttle response, but it snaps to attention just before the midrange and has ample blast to impress any two-stroke aficionado. It is fast, as you would expect from a 250cc two-stroke that produces 50 horsepower.
Q: IS THE 2012 KTM 250SX FASTER THAN THE YAMAHA YZ250?
A: Yes. There is no real horsepower comparison. The KTM makes five horsepower more than the YZ250.
Q: CAN THE KTM 250SX POWERBAND BE ADJUSTED?
A: Yes. Not only does the 250SX have two ignition maps programmed into the ECU, which can be changed by plugging and unplugging one wire, but the preload on the power valve spring can be increased or decreased to change the power delivery between 5000 and 7500 rpm (one turn on the preload changes the actuation point by 200 rpm). On top of that, KTM includes two additional power valve accessory springs that further fine-tune the speed at which the power valve responds within its 2500 operating range.
The accessory spring come in three rates; red is the lightest spring (it allows the power valve to actuate the quickest for a harder hitting power delivery); yellow is the medium spring rate and is the stock spring; green is the stiffest spring and it produces a softer hit.
Contender: Not only does it pump out a legit 50 horsepower, but the small engine leaves room to access the parts.
Q: HOW IS THE 2012 KTM 250SX JETTING?
A: Most MXA test riders felt that the 2012 KTM 250SX was a little lean compared to last year (probably brought about by the improved air flow of the new airbox). Luckily, KTM includes optional needles and main jets in the toolkit. We installed the richer N1EH needle in place of the stock N1EI and richer 160 main.
Here are MXA’s recommended jetting specs for the 36mm Keihin PWK carb (when changed, stock specs are in parentheses):
Main: 160 (158)
Pilot: 42
Needle: N1EH needle (N1EI needle)
Clip: 3rd clip from top
Air screw: 1-1/2 turns out
Notes: KTM has a fuel-injected two-stroke engine in the works, but surprisingly they claim that they will release it as an offroad model before putting it on the motocross models. Because of environmental regulations, the enduro line must run cleaner than closed-course motocross machines, which is why KTM fuel-injected the 2012 450EXC, but not the 450SXF.
Q: HOW DID THE 2012 KTM 250SX HANDLE?
A: If you are getting off a four-stroke, the first thing you’ll notice about the KTM 250SX is how light it feels. It feels like a feather, and that pays big dividends in the tough and tight stuff. This is a superb-handling bike (once you get the correct fork spring rate for your weight and speed). Every MXA test rider raved about how accurate it was in the corners. Test riders could go wherever they wanted—and places they could never get to on a four-stroke.
Q: DOES THE 2012 KTM 250SX HANDLE BETTER THAN THE YAMAHA YZ250?
A: Yes.
Q: WHAT WERE OUR BEST FORK SETTINGS?
A: In the crazy world of supplying bikes to every continent on the planet, KTM produces two suspension settings. (1) Euro-spec: Euro-spec bikes are set up with what KTM believes are the best settings for the average European track, riding style and rider. (2) American-spec: American-spec bikes get stiffer suspension and the previously mentioned shorter shock for the unique needs of American motocross. But, not every bike headed to America gets American-spec settings. KTM’s 2012 two-strokes come to the USA with Euro-spec spring rates. In our opinion, the stock 0.44 kg/mm fork springs are not stiff enough for most American riders. MXA test riders prefer to go up to 0.48 kg/mm springs (we raise or lower the fork oil height to fine-tune the midstroke).
For hardcore racing, we ran this setup on the 2012 KTM 250SX (stock clickers are in parentheses):
Spring rate: 0.48 kg/mm (0.44 kg/mm)
Oil height: 375cc (390cc)
Compression: 7 clicks out (12 clicks out)
Rebound: 12 clicks out
Fork leg height: 5mm up (flush on a sandy track)
Notes: The 0.44 kg/mm fork springs are too soft for serious racing. Smaller riders could get away with 0.46 springs, but anyone fast enough will want 0.48s.
Q: IS THE LINK REAR SUSPENSION BETTER THAN THE NO-LINK SUSPENSION?
A: Unlike the front forks, we felt that we could live with the 5.4 kg/mm Euro-Spec spring rate (because the 250SX is about 20 pounds lighter than the 450SXF). The big question is whether the linkage 250SX rear suspension is better than the no-link suspension from last year. Most MXA test riders would say no. The two systems feel comparable, but that is probably a byproduct of the fact that KTM used the same engineers and test riders who developed the no-link setup to finalize the settings on the linkage system. As has been proven year after year with virtually every brand, no matter what changes a company makes to the mechanical parts, the engineers get the suspension and handling characteristics that they prefer.
Q: WHAT WERE OUR BEST SHOCK SETTINGS?
A: For hardcore racing, we ran this setup on the 2012 KTM 250SX (stock clickers are in parentheses):
Spring rate: 5.4 kg/mm
Race sag: 105mm
Hi-compression: 2 turns out
Lo-compression: 15 clicks out
Rebound: 12 clicks out
Notes: We ran a 1.25mm-longer Pro Circuit shock linkage arm. Not only did it lower the rear of the bike by 10mm, but it stiffened up the initial part of the shock’s stroke to help widen the range of the stock 5.4 shock spring. Faster or heavier riders might need to go to the stiffer 5.6 kg/mm shock spring. If you are savvy, you will use free sag to make the decision for yourself.
European numbers: The WP forks need stiffer springs and a lower oil height to work to their full capability.
Q: HOW DID THE SUSPENSION WORK?
A: MXA test riders are not big fans of the Euro-spec suspension settings, especially in the forks. The soft fork springs allow the front to dive too much, which eats up usable travel before you have even encountered a bump. This low-rider setup requires the forks to ride on the compression damping hump, which makes them feel harsh in the midstroke. Unless you weigh under 165 pounds, you should switch to stiffer fork springs immediately (either 0.46 kg/mm or 0.48 kg/mm springs depending on your speed and weight). We opted for 0.48 springs. Once properly set up, the WP forks are decent—not on par with Kayaba’s SSS, but equal to most Showa units.
As for the shock, true to KTM’s promise, we could get the rear dialed in quicker and with less drama than on the PDS system (the no-link PDS system required the rider to swap shock springs to get the perfect rate for his speed and weight—this could be difficult to get right). Once in the ballpark, the rear suspension felt a lot like PDS suspension, which contrary to popular opinion was quite good over the last three years. We still felt that the rear was too high and dropped too quickly under acceleration, which is why we installed a longer link.
Q: HOW WAS THE GEARING?
A: In the past few years, test riders added a tooth to the rear sprocket to get more of a gun-and-run motocross power delivery. Stock gearing is 13/48. Some riders still chose to gear the 2012 KTM 250SX down with a 49-tooth sprocket, but the snappier power delivery of the new engine lessens the need to go lower.
Q: WHAT DID WE HATE?
A: The hate list:
(1) Handlebar height. Every test rider felt that the stock Renthal 672FatBars were too low. Depending on the test rider, we had three options. First, KTM offers a 5mm riser that is less expensive than new bars. Second, the Renthal 996 TwinWall, 604 FatBars and Renthal 997 FatBars are taller.
(2) Gas cap. Contrary to popular belief, the MXA wrecking crew likes KTM’s quarter-turn gas cap; we just don’t like the locking feature. It sticks, is hard to use and allows dirt to fall down into the lipless orifice. We cut the tangs off in a manner that allows the gas cap to click on, but does not require two hands to remove it. Yes, we could have just removed the locking device from the inside of the cap, but this would eliminate the click-on feel.
(3) Shock preload ring. We hate KTM’s nylon preload ring (hate is not really a strong enough word). We prefer to run Xtrig preload adjusters on our KTMs.
Envy: This is the best front brake in motocross. Thanks to an oversize rotor and Brembo power, it maximizes pucker power.
Q: WHAT DID WE LIKE?
A: The like list:
(1) Price. Expect to spend $2000 less for a 250SX than a 450SXF. The money saved will be magnified by the lower cost of maintaining a two-stroke.
(2) Ground clearance. The 250SX two-stroke has 14mm more ground clearance than the 450SXF. Thanks to the more compact two-stroke engine, the 250SX has a much improved roll rate and can get through rutted corners and whoops much easier.
(3) Weight. The switch to linkage added five pounds to the 2012 KTM 250SX (and MXA test riders insisted that they could feel the extra weight). Luckily, the 250SX is one of the few bikes that could gain five pounds and still weigh only 217 pounds.
(4) Brakes. KTM’s oversize Galfer/Brembo combo is impressive on a heavy four-stroke, so imagine what this combination feels like on a lightweight two-stroke.
(5) Noise. Two-strokes are much quieter than four-strokes—plus, four-stroke sound travels twice as far.
(6) Hydraulic clutch. We love KTM’s hydraulic clutch and wonder what the Japanese manufacturers are waiting for.
Q: WHAT DO WE REALLY THINK?
A: KTM plans to produce 56,000 offroad motorcycles in 2012. Read that again: 56,000. And, 14,000 of them will be two-strokes. This is the best 250cc two-stroke bike ever made, and you wouldn’t go wrong by pushing KTM’s sales figures up to 14,001.
Kisah Rahasia Sukses Orang Terkaya di Dunia
READ NET 88 - Pernahkah Anda mendengar kisah rahasia seseorang yang pernah selama 13 tahun menjadi orang terkaya didunia???
Ya Bill Gates,Bill Gates mengalami titik balik karir bisnisnya saat menjual program DOS ( Disk Operating System ) kepada IBM.
Tahukah Anda bahwa saat Bill menawarkan program DOS kepada IBM ,Bill bersama rekannya,Paul Allen dan Steve Ballmer belum memiliki program itu?! Dan lebih gilanya lagi,kata kata DOS , dilontarkan Bill secara spontan dan tanpa diketahui terlebih dahulu oleh kedua rekannya yang saat itu berada satu meja,dihadapan para direksi IBM.
Berikut adalah cuplikan pembicaraan Bill dan direksi IBM dalam filmnya "Pirates of Sillicon Velley".
Bill : Kita punya apa yang Anda butuhkan!
IBM : Itu suatu permulaan.
Bill : Kami tahu IBM harus bangun tempat untuk bersaing dengan Apple. Dan berpacu membuat personal computer untuk kalahkan mereka. Jadi,kami bisa memberimu sebuah sistem kerja.
IBM : Sistem kerja seperti apa?
Bill : Namanya...... DOS (Disk Operating Sistem)
Menakjubkan! Bukan hanya menakjubkan,bersejarah! Harusnya dimasukkan dalam buku sejarah atau dipajang di gallery nasional. Karena ini kreasi dadakan dari salah satu orang terkaya di dunia. Bill Gates menjadi orang terkaya di dunia karena bermula dari percakapan ini. Bukan tipu muslihat dan kekeliruan, tapi mereka (Microsoft) tak punya apa apa saat itu! Tak sedikit pun!
Dalam perjalanan pulang dari IBM ,saat di dalam mobil,percakapan mereka (Bill,Paul dan Balmer) berlanjut.
Paul : Bill,kenapa kamu bilang punya sistem kerja? Kita tak punya sedikit pun untuk dijual. Tamatlah kita!
Bill : Katamu,Kamu kenal seseorang yang akan memberikan kita keajaiban.Benar Paul?
Paul : Yang benar saja,Ayolah!
Bill : Katamu,kau kenal seseorang yang punya sistem kerja yang bisa dibeli?
Paul : Aku tak begitu mengenalnya.Tak begitu...dengar....!
Bill : Jangan katakan itu padaku.Aku baru saja beritahu pada IBM!
Dalam Kondisi "kepepet" itulah Paul Allen mendatangi Seatle Company dan membeli DOS seharga 50.000 US dolar yang menghasilkan jutaan dollar dengan menjualnya kembali.
Hal ini membuktikan bahwa dalam berbisnis (ataupun kehidupan),kita tidak perlu menunggu kondisi sempurna untuk memulai. Bahkan orang seperti Bill Gates pun telah membuktikannya. Percayalah,sesungguhnya ada sesuatu kekuatan tersembunyi dalam diri kita yang belum tereksplorasi.
Setelah menciptakan the power of kepepet,kuncinya adalah berusaha bagaimana harus bisa dengan penuh keyakinan pasti ada jalan keluar dalam setiap masalah,kecuali telah datangnya ajal.
Dalam kondisi biasa saja atau tidak kepepet manusia akan susah sekali meloncati pagar setinggi 2 meter,bahkan sering tidak mungkin,tetapi pabila seorang maling ayam(sebagai contoh) dikejar oleh ribuan massa akan sangat mudah meloncati pagar yang tingginya 2 meter dalam kondisi seperti itu,,
So,tempatkan posisi kita dalam keadaan kepepet,maka kita akan lebih mudah mencapai apa yang kita inginkan.
Semoga Bermanfaat untuk teman semua.
Tuesday, 21 February 2012
First Ride Kawasaki New Ninja 150 RR, Menghapus Kesan Jadul
Rider Newz - Sepertinya PT Kawasaki Motor Indonesia (KMI) masih ingin berjualan varian 2-tak. Tentunya, lewat Ninja 150 RR. Maka itu, pabrikan yang berjuluk Geng Ijo ini kembali mengeluarkan Kawasaki New Ninja 150 RR.
"Ide untuk perubahan bodi ini didapat melalui ajang OMR Ninja. Banyak konsumen yang ingin bodi lebih mudah membelah angin,” ungkap Freddyanto Basuki, Manager Marketing & Promotion PT KMI.
Seakan menjawab keinginan, desain di New Ninja RR ini tampil lebih sporty. Bisa terlihat di bagian cover depan. Bentuknya, tak lagi membulat lebar. Tapi, tampil lebih sharp lewat tarikan garis-garis tajam yang diberikan.
Lewat desain ini, benturan terhadap angin jadi lebih minim. Terlebih, ada celah diantara windshield dan cover. Sehingga, udara bisa mengalir tanpa terhalang kedok. Hambatan jadi minim.
Tak kalah menarik, desain fairing juga dibuat serupa. Yap! Buat alirkan hembusan angin yang ’ditabrak’ ketika berkendara. Terasa sekali ketika semplakan yang punya bobot kosong 134 kg ini dipacu buat berganti jalur.
Handling terasa lebih ringan tanpa mengurangi gaya tekan ke lintasan. Berganti jalur sekali atau dua kali pun, tak masalah. Karena bagian depan pun tetap mengikuti sesuai kemauan.
Menurut pria yang akrab disapa Freddy ini, ringannya handling juga disebabkan terjadinya pergeseran titik berat. Bukan dari sasis lho. Melainkan penerapan komponen-komponen seperti cover-cover yang sekarang diaplikasi!
Terdapat lubang udara untuk minimalisir hambatan angin
Ubahan desain juga mengacu ke bodi belakang. Meski agak terlihat lebih lebar, tapi tetap slim dan sporty! Garis-garis tajam juga bermain melunturkan kesan klasik di Ninja RR lama.Usah kaget ketika menghidupkan engine 149 cc kombinasi bore 59 mm dan stroke 54,4 mm ini. Sebab, lampu depan dan belakang langsung nyala. Besutan seharga Rp 34,3 juta (standar) dan Rp 35 juta (special edition) ini tak lagi dilengkapi panel switch ON/OFF lampu. Otomatis! (motorplus-online.com)
