For Y2000, KTM has focussed on its ability to bring research and development from its racers, distributors and engineers to the new model range without the long development period of some manufacturers – the company says many of the new features of the Y2000 bikes are production examples of what the factory GP riders were using this year. Jeff Leisk and KTM Australia have had a lot of input into the design of the KTM range for the past few years. KTM also works closely with its other larger international distributors (mainly the USA, Germany) to find out what they want and how to deliver it – of all the changes Australia requested, only one(clear plastic fuel tanks) was knocked back, on the grounds that the oil would stain the tank and make it look shoddy really quickly.

The Euros have taken notice of what has been suggested as most of the requested changes have made their way onto the new bikes. The motocross market is becoming extremely competitive and KTM is putting a huge effort into developing machinery that meets and in many ways beats its competitors.

KTM hopes its Y2000 range, which is closely priced to its Japanese competion yet still has many of the trick components you usually only see on European machinery, will tempt riders who have never before considered a motorcycle from anywhere except the land of the rising sun.

The KTM 250 SX has a completely new motor and possibly for the first time KTM have a powerplant that has the power, reliability and usability package to go head to head with the fastest Japanese bikes. This powerplant makes supercross tracks easier to cope with, punching rider and machine high into the air over jumps, punching hard out of berms and flying over the stutters.

New bore and stroke dimensions have given the bike more torque while at the same time improving mid-range and top end. The crankshaft is lighter and the connecting rod is shorter. New engine cases include a flow-optimised reed channel that creates better response when you snap the throttle open.

Power and torque have also been boosted by the adoption of a 38mm Power Jet Keihin carb. The power jet provides the engine with extra fuel at the critical moment for faster response and improved mid-range and top-end. It’s controlled in part by the new electronic ignition system.

The motor’s power valve is adjustable, which is great for setting the bike up for different conditions or riding styles. Want some more mid-range for easier power delivery on a trail ride? Just wind the power valve screw out. Doing motocross and need that hard-hitting power for better straight-line performance? Wind the screw right in, and explode out of turns. Although this feature has been available on the SX range for a while, it is somewhat under-rated.

The 250 SX is like two bikes in one. Both the motor and suspension have a wide range of adjustment, so you can set-up for different types or styles of riding. With the suspension firm and the power valve adjusted for better bottom-end the SX was at home on the SX track at Motopark. The power was smooth and predictable, driving out of corners was sweet. The suspension soaked up the hits well and would suit a lot of people straight out of the box. More advanced or heavier riders might find that the forks need to go up a spring weight. The cockpit of the SX is awesome, the hydraulic clutch is great and the brakes are probably the best around.

The chassis is well balanced and the seat is very flat and narrow making for a solid connection with the bike. With the motor tweaked for a bigger hit and more top-end things become more interesting. A more delicate sense of throttle control is needed to keep things under control. On more open tracks better riders will not find a lack of punch – keeping the front wheel on the ground becomes more of a priority. Driving through chopped-up straights was nice as the front wheel floated over the tops and the rear end worked well, letting the tyre keep things tracking. Steering was precise and cornering was solid.

Even though the new SX models are more like Japanese bikes in some ways they retain their unique styling. The guards and fuel tank combined with buzz-saw rotors and a groovy orange and silver colour scheme don’t let you forget the SX is all Euro. It’s ready to race out of the crate and a whole lot of fun too.

The 125 SX is a light, nimble package which is easy to ride for a 125cc motocross bike. The riding position feels nice and aggressive, the steering is precise and the suspension predictable and balanced straight out of the box. The motor feels crisp and strong and you can find the front wheel lofting when you wouldn’t expect it from a 125. Go into corners a little hot and you feel the benefit of the trickest brakes around, the power and feel of the KTM’s stoppers are top of the class. The torquey nature of the motor makes the 125 SX fun to ride and will suit a wide range of abilities.

The Y2000 125SX uses the same basic motor as the ‘99 model. It develops a healthy dose of power with a nice and meaty mid-range. This is pretty well the same motor that Shane Watts used to make the Yanks look silly, even on their home turf. Many people believed Wattsy’s bike was heavily modified, but this wasn’t so – the Aussie world champ’s machine was basically bog-stock.

The biggest mechanical change is a new extremely wear-resistant alloy piston. The hydraulic clutch remains standard equipment and works a treat. The new bike also has a new flashy looking silencer with a clog-proof tip.

The 125 SX is a great bike, with some great features. There’s no longer a large price premium to be paid when you buy a KTM, so the 125SX is definitely worth considering.