Stability hardly came up, even on fast, rough straights where older KTMs seemed to put a lot more weight on the front wheel, making them a lot more prone to shaking. And as for any kicking on bumps, largely a setup issue on older shocks, trying to minimize bottoming didn't bother us one bit. For sure, the range of progression on the shock is boosted. We could bottom the fork, it was never serious; a higher oil level or additional nitrogen pressure in the fork bladder should boost resistance. The bike flicks around in the air way easier than before, and the steering effort is just as light as it used to be, one of the reasons riders got the impression that the KTM felt so light.
So what's wrong with the bike? Well, we're sure putting three-digit numbers on the bike will be fun and scoring them even harder-good thing electronic transponders are all the rage. There isn't a choice place to grab the bike to throw it on a stand. The nonpipe side provides a good spot, but that puts you, and your fine pants, up against a hot muffler-bad. Stalling was a bit more common on this bike than in the past; it feels like the flywheel is a little on the light side. It isn't the problem it would be if we had to kickstart the SX-F, but stalling is stalling nonetheless. The brakes are the strongest you'll find on a production bike, and even after you get used to them, they can be too strong. Either that or they are just the best brakes on the market and we aren't good enough riders to use them properly, but nevertheless, every rider noticed the strong brakes. We got the rear tire to rub on the muffler, and the front tire grinds on the fender when it bottoms and flexes, also touching the exhaust header on severe nose landings. The chain needed adjusting every three motos, and it is still stretching. We'll bet taking out a link or two could really tighten up the handling with a slightly shorter wheelbase. On our last day on the bike, 215-pounder Steahly bottomed the bike hard enough to pop the front tube. And on the next ride, Lewis blew up the rear wheel, breaking (stretching apart) more than five spokes. KTM had experienced spoke issues a few years ago, and it is looking into its spoke manufacturer now.
As always, we're baiting the hook for the upcoming shootout to see where this bike really stands, because that is truly the only way to tell. But we can definitely say that this is the best KTM motocross bike we've ridden to date, and it can only get better as KTM further refines the new chassis, suspension and engine. Lots of little things in the settings, especially in regard to the suspension, could make this bike even better. Every test rider was impressed after riding the bike, and that is a first in our dealings with KTM motocross bikes.
Opinions
I never thought the KTM 450 could come so far in such little time. It has excellent handling, astonishing brakes, good suspension and it looks like a pro factory MX bike. It didn't take that much time to adapt to because it is very friendly. The engine felt strong and tamed; I was never losing control. The bottom-end torque was great on the bike because it allowed me to hit corners in third gear, providing good momentum; there is power available whenever you need it. The Brembo brakes need some time to adjust to, but when you get them down, you will enjoy the strength, which allows you to go very deep into the turns and tight corners. The KTM 450 also feels much lighter than the CRF450R, which provides the bike with excellent maneuverability on jumps and on all obstacles. The negative parts of the KTM 450 are that there is no place to grab the bike when you want to lift its tail up on a stand and the front tire hit the fender while the rear tire hit the muffler.
-Juan Diego Saffon/5'10"/160 lb/Pro