Four-fifths of the popular brands of 450cc motocrossers are virtual clones. Sure, they look and feel somewhat different, but each is based on an aluminum frame with linkage rear suspension holding similar kickstart engines. Close inspection will uncover small differences like the YZ semi-perimeter frame, the Honda Unicam valve train and the coming EFI RM-Z, but none of the Japanese manufacturers is taking a design risk, and many of the so-called "differences" can be attributed to ducking existing Japanese patents as much as to genuine innovation. And then there is the sole major player from Europe: KTM.
Say what you may about the Austrian company, but don't accuse it of playing follow the leader. No linkage for the rear suspension, a steel frame, WP suspension and an engine that's electric-start only. There isn't even a place for a kick lever. Despite the long list of things that KTM does differently than its Japanese competitors, the 2008 Katoom feels less "different" that any past KTM model.
The current bike has a little more to grip with your knees then past models, and a Renthal 996 bar with a more usual bend appeals to riders new to KTM more than the super-straight bend used in the past. Starting with the new-in-'07 twincam engine, KTM has reached current levels of Japanese engine sophistication. No odd rumbles or vibes, crisp and clean clutch engagement and disengagement and snappy, light-flywheel throttle response. KTM actively searched for these qualities by constructing a lighter crank carrying more of its weight toward the rim of the crank circle. New specs for the exhaust cam, but with the same lift, a revised ignition map and a quieter exhaust are all efforts at increasing low-rpm pull and generating more instant throttle response.
The slow-revving, heavy crank feel and the last vestiges of the low-production look of "old-world craftsmanship" credited to European machinery are gone. The difficult-to-define soul or character (or whatever you want to call it) still surrounds the KTM like new-car smell in a dealer showroom: that indefinable something that makes a KTM owner measurably more of a diehard than your average motohead. The sort of owner whom dealers claim embraces everything orange whether it is hard parts or accessories.
But Dirt Rider isn't in the business of measuring cachet. We evaluate performance, and the KTM 450 SX-F has it in abundance. We'll start with the good stuff. Even when KTM didn't have engines as polished as this one, it knew how to make extremely effective power. Unleashing the power is as easy as pushing a button. You can trust us; it doesn't take long to be spoiled by the button. The only reason to stay with kickstarting is to avoid weight and complexity. The E-start KTM weighs in right with the other bikes in the class. There's no weight penalty for the button. Not one pound. And since KTM deleted the complexity of the kickstart system and has an eight-year history of relatively trouble-free E-start systems, the complexity equation is a wash at best. The only drawback to the design is the need to ride regularly. When it comes to batteries, absence doesn't make the heart grow fonder or the charge stronger. If you let your bike languish for months, you need to acquire a battery tender, or consider something with an old-fashioned kickstart. Maybe it would be better to use it as an excuse to ride more? Once lit, the engine revs quickly and sounds strong. As always, the hydraulic clutch offers immediate feedback. The pull is reasonable and the engagement smooth if a bit narrower than most cable clutches. Shifting is great and missed shifts are rare. The trans is a four-speed, but as little as you use first, it might as well be a three-speed. We rode some fast tracks and never ran out of gear or felt gaps like we do with some four-speeds.