RUST magazine: RUST #45

KTM EXC250 TPI vs HUSQVARANA TE250i
WHAT’S CHANGED AND HOW DOES
THIS AFFECT THE FEEL OF EACH BIKE?
1. KTM’S APPROACH TO DESIGN
DEVELOPMENT
The primary development aim at
both KTM and Husky has been mass
centralisation. The 2017 models did
this by way of a shifting of the heaviest
rotating masses, such as the crank and
clutch shafts, to a more centralised
position. R&D in Mattighofen has
obviously remained focussed on this
goal, and for 2020 they have managed
to further develop this theme by
lowering the radiators and redesigning
the exhaust systems.
2. Husqvarna’s APPROACH TO
DESIGN DEVELOPMENT
According to the Husqvarna, they
classify the 2020 models as ‘nextgeneration’,
the target for Husky
according to the launch team was to
improve ‘rideability’ – by refining the
motor and chassis.
Its apparent that the team at Husky
has for 2020 also been tasked with
boldly differentiating their bikes from
KTM’s. Somehow it now seems more
important than ever to quash the
‘white KTM’ stigma. This has resulted
in a greater focus by Husky on their
aesthetics. Their strap line ‘Pioneering
since 1903’ seems to have been taken
to heart and aside from the mass
centralising work that’s shared with
KTM they have really pushed the boat
out on their design.
THE SHARED KTM AND HUSKY 250
ENGINES
The 250 two-strokes have for 2020 had
a significant amount of engine work
done. They get increased compression
via a new cylinder head, they feature
a twin valve-controlled power valve
system combined with the all new
3D stamped waffle-design exhaust
pipe and reshaped silencer. The pipes
look the business and claims are that
they radically alter the performance
characteristics of the motor. Besides
their look the new design is said to also
lower noise and increase strength.
The crankshaft retains the counterbalancer
shaft to reduce vibration and
by incorporating a heavier ignition
rotor it improves traction down low.
The 250 engines have also been tilted
1º forward in the frame, which is said
to improve the front-to-rear balance
and provides more precise feedback on
the front-end. The motors apparently
also feature improved thermodynamics
and updated mapping on both bikes.
There’s a new water pump casing that
aides cooling by optimizing the flow of
coolant.
Both share the updated DDS (Damped
Diaphragm Steel) clutch. The DDS
clutch design features a damping
system that increases both traction
and durability. The clutch uses a single
diaphragm spring rather than a coil
spring design, and so is lighter in the
pull. To top off the new 250s’ clutches
they feature a new, lighter basket and
reworked inner hub that improves oil
supply and cooling to the clutch.
The difference between the two
clutches is in the hydraulic actuation,
the EXC features the Brembo system
while TE features the Magura system.
I prefer the feel and action of the
TE’s Magura hydraulics, the clutch is
noticeably softer than the EXC’s action.
Conversely, I like the ratchet adjustment
on the Brembo clutch lever on the KTM
over the star clickers on the Magura
lever.
Now while the engines are ostensibly
the same, they behave rather differently,
especially down low. This is less to do
with the motor mod’s themselves but
rather to do with the sub-frame (and
airbox) design and the consequent
variation in airflow through to the
cylinder inlet ports.
While the motors felt torquier and
w
www.rustsports.com 23