I agree that first bike in the row of eye candy has to be the strangest expansion chamber layout of the cones and degree of taper I have ever seen. I have made over 200 hand rolled cone expansion chambers since the late 70s for 2 stroke bikes and race quads. For lots of engine swaps and many vintage restoration pipes I guess you could say as old as I'm getting. The one in the picture for street homolagation has a very long head pipe before the conical shape develops. It looks more like some of the trials 2 stroke designs. This long headpipe would cause very quick response and snappy performance. Down Low. This is the 125 model correct? Needless to say the race pipe looks much more conventional and ready for a good pipe guard also. Very vunerable to damage in the field of battle. Great to see the 2 strokes still being done though and still making a comeback now from what, about 4 or 5 manufactures in Europe. To bad it's still carbureted. I'm not really saying it's a bad thing but the fuel injection on the production 2 strokes is only a year or so away I imagine. Not much room there on the chassis to do much of anything with the radiators and all. I believe a better design could be done with a bit of work easily. Just to tuck it in much better and still have the ultimate profile and layout. A few more bends could easily be done and still have the ultimate shape tighter to the chassis. The final stinger length and diameter is very important if you're factoring in the silencer core as part of that overall stinger length, which is just as important. Pack the silencer as hard and solid as you can and the engine and pipe barely knows its on there. It can affect tuning drastically if too long. I really like the looks of these bikes and can't wait until they are over here in the US with a headlight and license plates. If they ever do that. I'll be buying one for sure. It'll be the largest model 4 stroke version though. I don't plan on riding town to town unless it's down the US Border Road to the Border Patrols next stations AOR. I'm not looking for a true dual sport. It has to be a true Enduro. No turn signals needed where I live. I'm leaning towards getting one of the Husqvarna's now before the KTMs. Thats if they ever make to the states and they are plateable.
surely not! don't confuse a restricted race bike with a 15 hp "light motorcycle"! the euro3 huskys, for example, are homologated to 4.8 hp (wr125), 8.8hp (wr250), and 9.6hp (wr300). the ktm are also in this power range. even the freeride250 is homologated to 10 hp only. r
Rasputin isnt there still that taxable HP formula in EU,,, that I remember from a long time ago? so they are never actual dyno numbers but some arbitrary number attached to the displacement or something like that?
there's a special "light motorcycle" driver's license that goes "125cc, 11 kilowatts (15 hp) maximum, up to 0.1 kilowatt per kilogramm". (so even it there was a 15-hp homologation, you wouldn't be allowed to ride it with that driver's license, because the weight is too low) enduro race bikes are something completely different. they were designed to win races, and then they are restricted until they pass homologation requirements. since these bikes have big carbs and tiny airboxes, they are having lots of problems to pass noise emission tests. on the two-stroke bikes, you end up with a restrictor that often only allows 4mm of throttle opening. in order to pass exhaust emissions, the jetting is often so lean that you need to always run the start-up choke if you ever want to ride the bike in this condition. i have just found info on a ktm dealer site: the 2012 125exc is homologated to 4 kilowatts (5.4 hp) at 6500 rpm. r
More than half the noise of a 2 stroke going by you at speed standing back about 100 ft or so is intake noise. Especially when modified or porting has been done. Hense the introduction of airbox intake silencers installed on the airboxes starting about 1988 on most all forestry approved spark arrested 2 stroke Quads. Just an attempt to quite them down some. Look under the hood of any new cars or trucks nowadays as well. My Ford F450 work dually weld truck has no less than 4 or 5 silencers installed ( bulging ) off the plastic air intake horn to the throttle body. Its a Ford V 10 gas engine. Ridiculous. it looks like a bunch of tumors growing off the damned thing.
Takes me back to the 1993 Italian Huskys. I know they were shooting for the eighties so they only missed a little.
compare the exhaust of that "homologation parts kit" with the 4-kilowatts-exhaust on the 125 in the "swedish dealer" photo that you posted before. just in case anyone's interested in some homologated power numbers: http://www.zweirad-grisse.de/pages/neumotorraeder-setup-ktm.html click on the model year (i.e. "2014"), then on the model (i.e. "125exc"). r
if that would be true, all those german and austrian guys who received documents to their 2013 bergs that say "4 kilowatts" must have done something seriously wrong. r
the ktm`s and husabergs only have 4kw on the 125 in europe, and the 300 got 6kw. Also if remember right the 380 was 8kw
Just for interest´s sake:Trunkenplotz (the "T" in KTM) is German for "Drunk B*gger". You have been warned!
Ok, I just saw a price list for the 2014 lineup. Here in Indonesia the FE 250 (4t enduro) is selling for roughly $12,500. The 2013 TE 250 was going for $8500. Pretty much what I expected when KTM got their hands on Husky.
It is starting to unfold. I have been holding my comments back until things become clear. Pricing is a big factor and so is availability. DS etc etc.
