Adam Booth | May 23, 2017
2018 KTM 250 XC-W TPI First Ride – KTM took the plunge and introduced the first mass-produced fuel injected two-stroke enduro bike for consumer consumption. It’s the 2018 250 XC-W TPI (Transfer Port Injection); other countries get a 300 version, as well. Don’t worry, we’ll get one, too, but not until, most likely, next year. With more than 10 years of development and testing, two-stroke FI production for the public is now a reality.
2018 KTM 250 XC-W TPI First Ride
We left Erzberg very impressed after riding the 2018 KTM 250 XC-W TPI for the first time.
KTM held its world introduction of the 250 XC-W TPI to the media in Erzberg, Austria, the site of the famous Erzberg Hard Enduro, aka the Iron Giant, to give us our first taste of the bike. When we arrived in the famous open-pit mine, however, waiting for us was the 250 EXC TPI and 300 EXC TPI. For now, we are only getting the 250 XC-W TPI; it’s the same bike as the European 250 EXC but with a different designation and some minor differences. The American versions will have Dunlop tires instead of Maxxis and the sticker on the side panel will say 250 XC-W TPI instead of 250 EXC TPI. Again, we are only getting the 250 version for now; the 300 TPI will more than likely be available here as a 2019 model. Let’s hope so.
2018 KTM 250 XC-W TPI First Ride
KTM says we should start seeing the TPI on showroom floors by October or November.
I ended up splitting my riding time at Erzberg between the 250 and the 300 TPI; after all, it was sitting right there calling my name, and I really wanted to compare it to the 250. We were allotted just one day on the bikes, but Erzberg provided plenty of testing opportunities, giving us a very good feel for what fuel injection can offer on a two-stroke. No need for a crystal ball, the future is here!
This isn’t your typical fuel injection system like you find in a four-stroke engine. It’s not called TPI for no reason; again, it stands for Transfer Port Injection and the two injectors on the KTM two-stroke are located at the back of the cylinder, spraying fuel into the transfer ports. These injectors provide straight gas, while a newly developed 39mm throttle body made by Dell’Orto controls the amount of air to the engine. Fuel does not pass through the throttle body, only air. Premix oil is feed into the front of the throttle body by an automatic oil pump and is mixed with the incoming air, with the ratio controlled by the ECU and multiple sensors. No more premixing your fuel, the bike does it for you. There is 700cc oil tank located under the seat area and is filled by removing a cap in front of the gas tank. Five sensors, reading intake and ambient air pressure, throttle position, oil and water temperature insure proper “jetting” at all times, no matter the situation.
2018 KTM 250 XC-W TPI First Ride
With the TPI system, there is no need to “rejet” for elevation changes.
Overall, that’s pretty much the gist of it. But what you really want to know is how does it work on the trail? (Here’s hint: Really good.)
VIDEO | 2018 KTM 250 XC-W TPI
Like a fuel injected four-stroke, starting the 250 XC-W TPI only takes a push of the starter button. There is no gas petcock to turn, no choke to pull and no cloud of smoke as the bike warms ups. As a bonus, the TPI bikes idle flawlessly all the time, it doesn’t matter what the engine temp is.
The riding group I was assigned to was led by Manual Lettenbichler, son of off-road hero Andreas Lettenbichler, and he didn’t worry about easing us into the offerings of Erzberg. We spent a day roosting up big sand hills, snaking through the forest up seemingly impossible climbs and then descending near vertical drops. The fuel-injected two-stroke didn’t disappoint in any way. The power delivery is ultra smooth and very consistent. Gone are the days of cleaning out the engine by blipping the throttle after a long decent, or after long periods of riding right above idle. Throttle response is always the same and “jetting” is spot on. We didn’t experience huge elevation changes, only about 2500 feet total, but the elevation changes that we did experience didn’t affect the performance at all, and from what KTM tells us, the bike will compensate no matter what the altitude is. We are looking forward to proving this in the future.
2018 KTM 250 XC-W TPI First Ride
Riding the TPI KTM is like riding a perfectly jetted two-stroke that never changes.
Traditionalists will grumble that a carburetor works great when properly jetted, and we agree, but in order to keep up with government restrictions and reduce emissions, change is necessary. The new TPI system provides better gas mileage, reduced emissions, automatic premixing and perfect “jetting” at any altitude. The bottom line is, it works like a perfectly tuned carburetor, if a perfectly tuned carburetor could be perfect all the time.
After our day aboard both the 250 and 300 TPI bikes, I really couldn’t find a thing to complaint about, or any reason to miss a carburetor. It works that good! But I’m anxious to live with this motorcycle for a while and see if I can find any real shortcomings.
The 2018 KTM 250 XC-W TPI will be available in the U.S. in October/November this year. Don’t worry, if you aren’t ready for fuel injection technology on your two-stroke, KTM still sells the rest of its two-stroke models with carburetors, but, after riding the TPI KTM, I’m willing to bet a lot of money that the carburetor’s future is bleak.
You can read more about my first experience riding KTM’s new 250 TPI off-roader in an upcoming issue of Cycle News magazine. But for now, I can say that I’m truly excited about the future of two-strokes and fuel injection.
The two injectors are positioned in the transfer ports.
Click here for more information on the 2018 KTM 250 XC-W TPI
And here!
