Jesse Ziegler | December 3, 2019
We’re taking KTM’s TPI two-strokes to another race to see how they compete. This time, we’re going enduro racing, and we’re taking the 2020 KTM 250 XC-W TPI with us.
The KTM 250 XC-W TPI feels right at home in the Ohio woods.
Photography by Shan Moore and Darrin Chapman
Setting The Stage
Welcome to the second stop on our 2020 off-road bike testing tour. This time we’re hitting the historic American homeland of KTM hard with an all-day flogging of their newest enduro-specific platform to see how TPI works in the woods. Why enduro? Pfft! How dare you not know. Let’s get to Ohio!
I had a couple decent guys helping me out in Ohio. One guy actually won a few National Championships. Like, eight. And while no one has accused him of being a good mechanic, he was also my mechanic. He is Mike Lafferty. And just to make me feel bad, he raced a KTM 790 Adventure R with (in front of) me all day. It turns out, me and Mike Freakin’ Lafferty are almost the same speed at enduro racing if he’s on an adventure motorcycle. He’s still a bit faster.
Next up, we had the unofficial team manager, coach, nutritional guru, and my host. He has clearly won a few Ohio enduros in his time. And his international enduro experience isn’t too shabby. He also won a race called the Blackwater 100. You might have heard of it. If not, get to YouTube soon or search the Cycle News Archives and check it out. He’s actually a pretty decent mechanic, but he wasn’t my mechanic for some reason. He is Mark Hyde.
Hyde actually won the Blackwater 100 four times! They even built a pinball machine based mostly on how much of a badass Mark Hyde is when it comes to the Blackwater 100. Have you ever been good enough at something that they name a pinball machine after you? Me neither.
It turns out Mark Hyde is also a bit faster than I am at enduro racing. Even when he’s riding mostly one-handed after a crash in the first miles. Hyde also allegedly broke some ribs, but let’s just leave it at a sprained wrist. He beat me with a severely sprained wrist.
You get a lot of “enduro” for the 250 XC-W TPI’s $9799 asking price.
Riding enduro is a bit of a social affair. And I was lucky to have a couple legendary competitors alongside (in front of) me all day. Plus, they really want to beat each other—so enjoying that battle and commentary of Lafferty vs. Hyde was pretty great. I won’t get into the details, but I laughed a lot, I ate cookies between tests (thanks Mark’s wife). I almost ran over Mark Hyde. I passed Mike Lafferty (he lost his rear brake—which should technically make him go faster, right?), and I got to see both of them take lines through trees that are simply not there.
Getting the power to the ground is what the 250 XC-W TPI is all about.
The New KTM Enduro Bikes
KTM’s “W” line of off-road bikes are truly made for enduro competition. With softer spec suspension components and settings, historically mellower power delivery, and wide-ratio transmissions (not to mention head and taillights, and odometers/computers) the “W” might as well stand for “Woods.” They stick to the ground and chug through the technical bits. And when properly tuned, they run strong and hard when the course opens up into grass track goodness. KTM’s TPI fuel injection system should work well here as it’s proved consistent with mellow power delivery that finds traction.
The ribbed exhaust pipe is said to increase strength while decreasing noise.
At the top level of competition, factory riders are riding much more aggressive machinery in power delivery and setup at enduros, for the most part. But for the citizens of motorcycle riding normalcy, gearing up with an XC-W is about as perfect as you can get for a race against your buddies and a clock in the trees.
For 2020, the two-stroke family of XC-W’s gets quite the upgrade list to come up-to-speed with the XC family, and follow the footsteps of the innovation-leading SX range of motocross machines. There is a trickle-down effect here as frames, swingarms, components, and engines filter down from supercross to the woods bikes. The 2020 XC-W’s are as advanced as it gets with the latest frame and componentry updates the XC models had last year. Plus, they enjoy the TPI updates as these bikes had TPI in 2019. However, the 150 XC-W did not, and now it does. So, if you’re riding a two-stroke KTM off-road and want a W, it’s going to be TPI from 2020 on.
KTM lets the aftermarket company handle things like wrap-around handguards. Enduro Engineering came to our rescue.
The 250s, in particular, have a bit more engine work done. They get increased compression via a new cylinder head. And all the bikes have the obviously new exhaust systems—both the pipe and silencer featuring radically new shapes and performance characteristics. The pipe is the big attention getter with its ribbed structure—said to decrease sound and increase strength—but the silencer is quite a looker, too. Its angular shape is longer than before and actually lighter, according to the KTM info.
As far as componentry and build-spec, few motorcycle models are as dialed in for their intended terrain and purpose as the XC-Ws. They have just enough aggression to be ultra-competitive but are compliant and comfortable enough to keep you planted firmly in the racing line of sight all day. Take one to a motocross track, and you’ll quickly find its limits. But keep it ripping between the trees and hunting for technical lines, and you’ll be pleased.
The newest KTM two-stroke XC-W’s come in 150, 250, and 300cc options. The middle displacement being my absolute favorite, as I mentioned in the 2020 KTM 250 XC TPI story and, if you’ve ever talked to me in person, I will tell you why I like 250s over 300s all day long. But I actually rode Mark Hyde’s 300 in Ohio, and I understand where you 300 people are coming from.
For me, this was my second race test of KTM’s new 2020 TPI lineup of injected two-strokes—both 250s. (Click HERE to read the 2020 KTM 250 XC TPI Review). The first left me wanting more out of TPI when it came to race day. The XC platform just missed some aggressiveness I was used to feeling on that moto-inspired platform. Could the XC-W deliver what TPI promises?
Enduro Engineering also supplied the engine guard for our attempt in the Little Racoon National Enduro.
Interestingly, KTM released a TPI update to the ECU’s of all its two-stroke fuel-injected bikes just prior to my arrival in Ohio, so I was riding the absolute latest update available at the race. The newly flashed 250 XC-W TPI seemed much livelier and race-worthy than the somewhat lethargic XC I rode in Washington. Washington was very slick, so the power delivery was actually pretty good for the terrain. Here in Ohio, the traction was prime, and having a little extra bite out of the bike when you cracked the throttle open was very welcome. As we said in the XC test, get to your dealer and get the update.
The second change we made at the enduro that we didn’t have access to do at the WORCS round was to tune the power valve a little. Between tests, we grabbed a power-valve tool and moved it around to give the bike a bit more pop, and it felt like a nice improvement. I went back a bit, and the bike reacted as I thought—play with the power valve to dial in your desired setting. It works. In fact, as an enduro weapon, the 250 XC-W TPI was rock solid with the latest map flash and a few adjustments to the power valve.
This is a perfect example of having the right tool for the job. The WP XPLOR suspension components are the open-cartridge spring-fork style with the PDS (no linkage) shock out back. This setup instantly gives the KTM a more compliant and ground-hugging feel to it. The bike just wants to stay down in the dirt and is hunting and shooting for slalom turns around trees. But it can still take the errant high-speed log in stride, as well. The only place this would feel unruly soft is if you had a series of whoops or very big, high-speed rough sections. Then, you’re going to want to go XC, at least.
Ask Jesse what he thinks of the 250 XC-W TPI.
Since this XC-W was actually running quite a bit better (as a race bike) than any TPI bike I’ve had before, I wouldn’t feel the need to race an XC. Part of me still wants the more aggressive setup of the XC with its tighter transmission and peppier motor/chassis package. But since the engines are close (too close, in my opinion) in performance now, the only thing I’m really missing on the XC is the transmission in the tight stuff. If you race an XC-W with stock gearing, you’re going to have a big gap between second and third. First gear is for goat-climbing rock traverses in Idaho, so you won’t use that much anyway. Second is good, but the jump to third is sometimes just a little too much. That’s where the XC transmission comes in nicely as it shrinks some gaps and still gives you the sixth gear.
At this point in TPI development, I’d confidently race the XC-W test bike I had, as-is, for an entire season of enduros. The regular gas situation is very convenient when you’re hitting remote fuel stops. And it will take you a few races to get over how clean the engines burn—there is no trace of oil anywhere. Plus, as I keep saying, KTM is going to keep developing better performing TPI Maps. They’ve gone from ultra-lean in our first tests back in 2017 to this highly competitive version. They’re only going to get better. I love the chassis and suspension performance for the tighter terrain, and I can’t imagine picking a better journeyman enduro weapon to use.
The XC-W belongs in the woods.
Enduro Bike Build
Enduro racing does lend itself to a bit more specialized setup than most west coast races do (like the WORCS round we raced). Here, the trees are real, and at times they’re really close. Plus, you’ll possibly be bouncing over logs and bashing into ditches and rocks, so protecting and preserving the machine is the goal here.
Few have more experience protecting and deflecting enduro encounters than Enduro Engineering. If you need it for your off-road motorcycle, Enduro Engineering likely makes it. From full suspension service for top racers to handguards, they have you covered.
Our test bike was fitted with the essentials. We had full-wrap handguards, a full skid plate, and a rear brake rotor guard—all semi-professionally installed by Mike Lafferty.
You could ride a stock bike at an enduro and finish. But having these basic bits of protection/insurance means you have a higher chance of finishing when things go sideways.CN
2020 KTM 250 XC-W TPI Specifications
| MSRP: |
$9,799 |
| Engine Type: |
Water-cooled, 2-stroke, single |
| Displacement: |
249cc |
| Bore / Stroke: |
66.4 / 72mm |
| Starter System: |
Electric, Lithium-Ion 12 V 2 Ah |
| Transmission: |
6-speed, wide-ratio |
| Fuel System: |
TPI, Dell’Orto 39mm throttle body |
| Lubrication: |
Electronically Regulated Oil Pump |
| Primary Ratio: |
26:73 |
| Final Drive: |
13:50 |
| Clutch: |
Wet Multi-Disc DDS Clutch, Brembo Hydraulics |
| Ignition: |
Continental EMS |
| Frame: |
Central Double-Cradle Type 25CrMo4 Steel |
| Subframe: |
Aluminum |
| Handlebar: |
NEKEN, Aluminum Ø 28/22mm |
| Front Suspension: |
WP XPLOR USD Ø 48mm |
| Rear Suspension: |
WP XPLOR Shock with PDS |
| Front Wheel Travel: |
11.8 in. |
| Rear Wheel Travel: |
12.2 in. |
| Front Brake: |
Single, 260mm disc |
| Rear Brake: |
Single, 220mm disc |
| Front Wheel: |
1.60 x 21 in. |
| Rear Wheel: |
2.15 x 18 in. Giant |
| Front Tire: |
80/100-21 in. Dunlop Geomax AT81 |
| Rear Tire: |
110/100-18 in. Dunlop Geomax AT81 |
| Chain: |
5/8 x 1/4 in |
| Silencer: |
Aluminum |
| Steering Head Angle: |
26.5º |
| Triple Clamp Offset: |
22mm |
| Wheelbase: |
58.3 ± 0.4 in. |
| Ground Clearance: |
14.6 in. |
| Seat Height: |
37.8 in. |
| Fuel Capacity: |
2.4 gal. |
| Claimed Weight (dry): |
227.9 lbs. |
