KTM 250 SX-F (2013-2015): A Motocross Weapon That Still Thrills

Introduction

When KTM unleashed the 250 SX-F for the 2013-2015 model years, it wasn’t just another motocross bike – it was a statement. Designed to dominate MX2-class racing while remaining accessible to serious amateur riders, this Austrian machine combined cutting-edge engineering with the raw, unapologetic aggression KTM is known for. Over a decade later, the 2013-2015 generation remains a compelling choice for riders who want a lightweight, high-revving four-stroke that feels like it’s perpetually begging to be pushed harder. Let’s dissect why this orange beast still turns heads at the track.

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Design & Ergonomics: Purpose-Built Aggression

The 250 SX-F’s aesthetics scream "race-ready" from every angle. The signature orange powder-coated chrome-molybdenum steel frame isn’t just for show – it’s a flex-free backbone that weighs just 8.9 kg (19.6 lbs), contributing to the bike’s feathery 102.8 kg (226.6 lbs) dry weight.

Rider triangle is classic KTM:
- 992 mm (39.1") seat height that slopes forward slightly, letting taller riders attack whoops while still being manageable for 5’8" riders
- Narrow midsection that makes clamping the bike with your knees feel instinctive
- 375 mm (14.8") ground clearance that laughs at rutted-out berms

The 7.5L (1.98 gal) translucent fuel tank is a masterstroke – you can check fuel levels mid-moto without dismounting. Handguards are conspicuously absent (this is a purebred MX bike), but the Renthal Fatbar-compatible clamp allows easy aftermarket upgrades.

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Engine Performance: Controlled Fury

At the heart lies a 249.9cc liquid-cooled four-stroke that’s all about top-end scream. The 78 x 52.3 mm (3.1" x 2.1") bore/stroke ratio leans heavily toward over-square, favoring high RPM power – and boy does it deliver.

Key highlights:
- Fuel injection (a rarity in 250Fs pre-2015) with crisp throttle response even when chopping through braking bumps
- 13,500 RPM redline that’s audible nirvana with an aftermarket exhaust
- 5-speed transmission with a 22:68 primary drive ratio – first gear is low enough for technical sections, fifth will have you overshooting 110 km/h (68 mph)

Riding impressions? The powerband is deceptively linear for a small-bore four-stroke. There’s usable torque from 6,000 RPM, but the real party starts at 8,500 RPM when the ECU’s digital ignition timing advance kicks in. It doesn’t hit like a 450, but the relentless pull to redline rewards aggressive riders who keep the revs singing.

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Suspension & Handling: WP’s Masterclass

KTM’s partnership with WP Suspension yielded gold here:
- 48mm USD forks with 300 mm (11.8") of travel – stiff enough for 30-foot triples but progressive enough to absorb square-edge hits
- WP DCC rear shock with 317 mm (12.5") travel and high/low-speed compression adjustment – set sag to 105 mm (4.1") for optimal rear-wheel hookup
- 26.5° rake and 1495 mm (58.9") wheelbase strike a balance between straight-line stability and cornering agility

On the track, the chassis communicates like a telepath. The front end digs into berms with the tenacity of a pitbull, while the rear stays planted even when you’re hard on the throttle exiting loamy corners. At speed, the bike feels 10 kg lighter than its specs suggest – a testament to centralized mass distribution.

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Competition: How It Stacks Up

The 2013-2015 250 SX-F faced fierce rivals:

1. Yamaha YZ250F (2014-2015):
2. Pros: Broad powerband, legendary reliability
3. Cons: 3 kg heavier, carbureted until 2014

4. Verdict: The KTM’s FI system and WP suspension outclass Yamaha’s SSS forks for serious racers

5. Honda CRF250R (2013-2015):

6. Pros: Buttery-smooth power delivery
7. Cons: Soft suspension for aggressive riders, dated chassis

8. Verdict: KTM dominates in adjustability and outright aggression

9. Kawasaki KX250F (2013-2015):

10. Pros: Strong midrange, comfortable ergos
11. Cons: Heaviest in class at 107 kg (236 lbs)
12. Verdict: The KTM’s weight advantage is glaring on technical tracks

While the Japanese bikes had their merits, the 250 SX-F’s combination of fuel injection, hydraulic clutch, and race-ready suspension made it the choice for riders unwilling to compromise.

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Maintenance: Keeping the Orange Beast Hungry

Here’s where the 250 SX-F shows its racing DNA – maintenance is frequent but straightforward:

• Engine Oil:
• 1.1L (1.16 qt) of SAE 10W-50 every 10 engine hours

• Pro Tip: Use a magnetic drain plug to catch ferrous wear particles

• Air Filter:

• Clean after every ride; oil with foam-specific filter oil

• Upgrade to a twin-air filter for better dirt rejection

• Cooling System:

• 950 ml (32 oz) of ethylene glycol coolant – check for weepage at the impeller shaft

• Valve Adjustments:

• Check every 25 hours; shim-under-bucket design allows precise clearance tuning

• Chain:

• 520 chain requires regular lubrication – switch to an O-ring chain for longevity

MOTOPARTS.store Pro Recommendations:
- Brake Upgrades: Swap to sintered brake pads for improved bite
- Sprockets: Aluminum rear sprockets save 400g over steel
- Grips: ODI Lock-On grips eliminate throttle play

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Conclusion: Timeless MX Excellence

The 2013-2015 KTM 250 SX-F isn’t just a relic – it’s a benchmark. Its fusion of Austrian engineering (that fuel injection!), WP’s suspension wizardry, and a powerplant that rewards skilled riders makes it a compelling used buy today. For MOTOPARTS.store customers, it’s also a platform begging for customization – whether you’re tweaking compression settings for hard-pack or bolting on a lighter exhaust.

In an era where 250Fs are becoming complex (and heavy), this generation remains refreshingly pure – a dirt bike that reminds you why we chase that two-stroke-like scream from a four-stroke heart.

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Specifications sheet

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