DoubleClick

DoubleClick

DoubleClick

DoubleClick

DoubleClick

DoubleClick

Home » motocross bikes » 2011 KTM 450 SX-F – First Test – Dirt RIder Magazine

2011 KTM 450 SX-F – First Test – Dirt RIder Magazine

By: karel kramer

Friday, January 14, 2011

/></a>
<p class="wp-caption-text"></p>
</div>
<p>There is no doubt that 2011 is a big change year for KTM. The four-stroke SX-F models have a linkage for the first time in over a decade, so this is more than a model change, or even a new platform. Switching back to a linkage represents a new direction for the company. Even though KTM has said the change is for marketing-you can only fight public opinion for so long-and not for a clear performance advantage, the truth is the chassis design is already proven with two world motocross championships in Europe and podium finishes and a National moto win here in the U.S. For the 2011 450 SX-F, more than any other model, a test of the bike is a test of the chassis, since the engine is virtually a 2010.Any power difference is due to the new muffler and the airbox/intake design of the linkage chassis and accompanying new bodywork. As long as we are on the subject of the engine-one that was universally applauded when it gained the five-speed in ’10-it’s great. Fast and powerful in all the best ways. Strong yet not intimidating or violent rolling on from idle, but saving the good stuff for the middle rpm ranges. One test pilot described it like this, “On the track, the engine is what sparked my attention right from the get-go. This bike is fast, super-fast. It has that robust (carbureted engine) surge in the mid that makes it a blast to ride. The KTM likes to be in the right gear to take full advantage of the power delivery, meaning it doesn’t like to be overrevved too far nor bogged down when you get lazy and don’t want to click down a gear.” As smile-generating as the fat portion of the power curve is, the most impressive part is the ability of the bike to convert the power into a rush of acceleration and not a free-for-all of wheelspin. Only when the track is greasy or too dry for the stock sand-pattern Bridgestone do you need to think much about throttle control. Even those who are happy to see the engine remains carbureted had to admit the response is not as seamless and clean as the EFI models. Tuning with the fuel screw helped stamp out any hesitation, but a move from a high-desert track like Racetown 395 to a lower-elevation one like Piru MX (a 2,000-foot elevation loss) required a half-turn out on the fuel screw. The clutch pull is as light or lighter than others in the class, and the action is more consistent and all but impervious to heat-fade with the self-adjusting qualities of the hydraulic actuation. No complaint about shifting, and the E-start is just magic.Even though the linkage chassis is lower feeling and slimmer than the 2010, somehow it still manages to feel like a KTM when you sit on it. The familiar controls and Renthal Fatbar are part of the feeling. There are differences as well. The bike is slimmer where it counts but still lets you get a grip on it with knees and ankles. The two-gallon tank carries a greater percentage of the fuel lower on the chassis than the ’08 to ’10 models. Tall riders have always been happy on the KTM, and the standing riding position is as roomy as ever, but the seated position is a little tighter than before. In spite of how the measurements shake out, the new chassis is easier than ever to adjust to. Swapping from a Japanese bike to the KTM is easy now with little or no adjustment required.
<div><a href=

/></a>
<p class="wp-caption-text"></p>
</div>
<p>There really wasn’t much mystery about the engine here, and it figures the ergonomics would move forward, but the suspension is the unknown. The fork is basically the same WP product it has been with its internal nitrogen-charged bladder and WP’s sealed cartridge system. The shock, while visually similar to last year’s shock, does not have the second PDS piston inside. Also, the preload ring has been changed from aluminum to nylon. The material change mandated an upsize from 1.5 to 2.0mm pitch threads on the shock body. So each turn of the preload ring adds 25 percent more preload than before. When a conventional preload ring gets stubborn, you can force it with a tool. That doesn’t really work with nylon. Usually you can turn the spring with your hands and the preload ring will move easily. KTM claims having the body threads dry seems to work best. Once you get to 12mm of total preload the ring will get tough to move, and you are a candidate for a stiffer spring.We tried to keep the race sag at around 100mm, and that worked well for both suspension action and steering manners. One thing that will affect the suspension is having the chain too tight. It doesn’t need to be as loose as on the PDS bikes, but with the bike on a stand the chain slack should be 55mm from the top of the swingarm measured from right behind the chain slider.The difference between a good PDS KTM and the 2011 is in the details. The new rear end definitely works well getting traction to the ground and tracking in a straight line. It stays planted a little better with less wallow to the chassis in rolling bumps, especially when those bumps are in a sweeper. Braking control is good, and the bike exhibits less busyness in the handlebar under decel. You aren’t completely isolated from the track surface, but both ends follow the terrain well without much drama. Bottoming control is as good as it ever was on both ends.Even though the chassis is all new, it isn’t the same sort of new-age handling as the Honda and Yamaha, and when scrubbing or pushing the bike over in a turn the KTM feels heavier or takes more effort than those brands, but it feels lighter and more responsive than the 2010 KTM or the 2011 Kawasaki KX450F. The new orange thumper is nimble enough, but it has a more stable feel than the red and blue front-end tractionators. As long as the track has a little looseness to it the front sticks very well, and the Katoom will cut inside on flat turns. Some of those manners go away when the surface turns packed and dries out. For heavier pilots a quarter turn of high-speed compression held the rear up without letting the bike feel harsh. On the plus side the bike doesn’t want to jump out of ruts, and that makes for very easy and precise cornering under normal motocross track conditions. We have always loved the way this bike corners in the ruts and are glad it didn’t lose any of that ability with all the changes. The biggest and most noticeable change with the switch to the linkage for most of our riders was that the bike was less picky about settings track to track.Getting over big jumps is easier than ever with the rush of midrange power, and if anything, the bike is more predictable leaving jump faces as the attitude in the air is easier to control. The suspension bump transmission and the handling remain a bit different thanks to the steel frame. It has a solid feel, but there is just a touch less edge to chassis feedback compared to aluminum frames, and most riders who compared preferred the steel.
<div><a href=

/></a>
<p class="wp-caption-text"></p>
</div>
<p>KTMs have always stood out or even apart from the rest at the track, and that remains true. No matter the track, other riders streamed by to check out the bike. Some of that is curiosity about the new chassis, but now more than ever the KTM seems to have gained full acceptance for moto. Like it or not, KTM will sell more than a few bikes thanks to the carburetor. Performance differences aside, the Keihin FCR is a known and reliable quantity, one that an average guy can work on with common tools. But the main reason the 450 SX-F will sell is it is the best 450cc motocrosser KTM has ever made. Coming after the stellar 2010, that is high praise.<br />
<h3>Specifications: 2011 KTM 450 SX-F</h3>
<ul>
<li>MSRP: $8,799</li>
<li>Claimed weight (tank empty): 235 lb</li>
<li>Actual weight (tank full): 248 lb</li>
<li>Seat height: 37.4 in.</li>
<li>Seat-to-footpeg distance: 20.9 in.</li>
<li>Footpeg height: 16.5 in.</li>
<li>Ground clearance: 12.4 in.</ul>
</li>
<h3>What’s Hot</h3>
<p>Smooth and long-pulling power with ripping midrange hooks up and hauls out of turns.<br />
Works-power braking and a hydraulic clutch put the controls at the top of the class.<br />
Easy to maintain and work on.<br />
Engine is mechanically quiet, and the exhaust note is reasonable.<br />
Solid chassis feel, and nimble but stable handling.<br />
<h3>What’s Not</h3>
<p>Carburetor makes great power but not as precisely as EFI.<br />
Nylon shock preload adjuster looks trick, but we’d prefer aluminum.<br />
Shock has to drop down to remove the stock exhaust system.
<div><a href=

/></a>
<p class="wp-caption-text"></p>
</div>
<h3>Mini Comparison</h3>
<p>’10</p>
<p>KTM may have a completely new chassis for 2011, but if you are a fan of the KTM PDS bikes, the ’10 will feel pretty darn good. If you had trouble coming to grips with the hoppy feel of the PDS or if the chassis didn’t feel right somehow, no amount of money will make a ’10 feel equal to the ’11. As far as the engine, the difference is minuscule. The faster you are and the more you tackle stadium-type track sections, the more you will prefer the linkage chassis. The power, the basic handling character, the brakes and controls are pretty even, so it comes down to riding position and the feel of the linkage chassis.<br />
<br clear="all"><br />
<h3>2011 vs. 2009</h3>
<p>’09</p>
<p>The performance gap between the 2009 KTM 450 SX-F and the 2011 is greater than that of the ’11 and ’10. For one thing the four-speed-which didn’t bother us at all in 2009-is one of those things we didn’t know we needed until we had it. The five-speed made a great engine fantastic. With all of the PDS-equipped bikes the rear suspension got better every single year. You can make the ’09 a fine bike, but without the five-speed the engine won’t match a later model, yet intelligent mods could make the suspension pretty close to a ’10, which means pretty close to an ’11, but of course without the rear end control the linkage gives the new bike.<br />
<h3>2011 vs. 2008</h3>
<p>’08</p>
<p>For 2008, KTM introduced its electric-start-only, twin-cam 450 SX-F engine and the large oval-tube steel chassis. Performance is similar to the ’09 but lacks the five-speed of the later bikes. Some small teething issues with carburetion and suspension settings meant the ’08 took a little setup. The front end had a harsh feeling that was deeper than just the fork setting. It will be easier to make the engine performance modern than it will be upgrading the suspension, though the major differences in the actual components aren’t that large.
<div><a href=

/></a>
<p class="wp-caption-text"></p>
</div>
<h3>Opinions</h3>
<p><strong>Kris Keefer</strong><br />
<em>5’11″/160 lb/Pro</em><br />
I loved the 2010 KTM 450 and I feel the same about this 2011 KTM. The bike has great throttle response (even with a carb) and pulls very well off the bottom. It is so smooth it feels like you should clutch the bike out of corners. You don’t! Just roll on the throttle and let the KTM put a smile on your face. Its smooth pull goes into a ferocious mid to top-end power that pulls further than any other 2011 450 that I have ridden so far. It can be short-shifted or lugged and pulls it with ease. When you scrub jumps or change lines quickly the chassis feels a little heavy, but it does have a safe, stable feeling to it. The front end traction is great when there is loam, but it gets a loose, unsure feeling on hard dirt. The rear end is predictable, stays straight and doesn’t do anything you don’t want it to. Overall the bike is a solid improvement over last year’s great bike.<strong>Chris Barrett</strong><br />
<em>6’1″/185 lb/Pro</em><br />
I liked the 2010 PDS suspension, so I was pleased the new linkage and suspension work well and don’t do anything wrong. I’m sure more riders than ever will find it easy to get comfortable. I have always loved the way this bike corners in the ruts, and I’m glad it didn’t lose any of that. The motor’s bottom doesn’t feel super strong but really comes to life through the mid, and the top range is almost like shifting into another gear. This thing will surprise you with how much power it’s laying down. I had some minor bogging on hard landings, but only when I was trying to run a gear tall. As long as the bike was running in the meat of the power, I had no problems. KTM did an amazing job keeping the carburetor competitive with EFI, but I’m just used to EFI bikes.</div>

<div class="ngg-galleryoverview" id="ngg-gallery-152323-152323">



<div id="ngg-image-12472" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465490.jpg" title=" " class="shutterset_set_152323" >
<img title="35465490.jpg" alt="35465490.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465490.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12473" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465535.jpg" title=" " class="shutterset_set_152323" >
<img title="35465535.jpg" alt="35465535.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465535.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12474" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465502.jpg" title=" " class="shutterset_set_152323" >
<img title="35465502.jpg" alt="35465502.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465502.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12475" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465490.jpg" title=" " class="shutterset_set_152323" >
<img title="35465490.jpg" alt="35465490.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465490.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12476" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail last" >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465535.jpg" title=" " class="shutterset_set_152323" >
<img title="35465535.jpg" alt="35465535.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465535.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12477" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465502.jpg" title=" " class="shutterset_set_152323" >
<img title="35465502.jpg" alt="35465502.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465502.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12478" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465490.jpg" title=" " class="shutterset_set_152323" >
<img title="35465490.jpg" alt="35465490.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465490.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12479" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465535.jpg" title=" " class="shutterset_set_152323" >
<img title="35465535.jpg" alt="35465535.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465535.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12480" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465502.jpg" title=" " class="shutterset_set_152323" >
<img title="35465502.jpg" alt="35465502.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465502.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12481" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail last" >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465529.jpg" title=" " class="shutterset_set_152323" >
<img title="35465529.jpg" alt="35465529.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465529.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12482" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465496.jpg" title=" " class="shutterset_set_152323" >
<img title="35465496.jpg" alt="35465496.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465496.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12483" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465466.jpg" title=" " class="shutterset_set_152323" >
<img title="35465466.jpg" alt="35465466.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465466.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12484" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465553.jpg" title=" " class="shutterset_set_152323" >
<img title="35465553.jpg" alt="35465553.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465553.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12485" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465529.jpg" title=" " class="shutterset_set_152323" >
<img title="35465529.jpg" alt="35465529.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465529.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12486" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail last" >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465496.jpg" title=" " class="shutterset_set_152323" >
<img title="35465496.jpg" alt="35465496.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465496.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12487" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465466.jpg" title=" " class="shutterset_set_152323" >
<img title="35465466.jpg" alt="35465466.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465466.jpg" width="100" height="75" />
</a>
</div>
</div>

<div id="ngg-image-12488" class="ngg-gallery-thumbnail-box" >
<div class="ngg-gallery-thumbnail " >
<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/35465553.jpg" title=" " class="shutterset_set_152323" >
<img title="35465553.jpg" alt="35465553.jpg" src="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/152323/thumbs/thumbs_35465553.jpg" width="100" height="75" />
</a>
</div>
</div>


<div class=

< Prev | First Test: 2011 Yamaha YZ125 – Dir …

First Test: 2011 Yamaha YZ250F – Di … | Next >

Follow Us:

DoubleClick

DoubleClick

Cobra Moto riders

Cobra Moto heads to Daytona for Ricky Carmichael’s Amateur Supercross

HILLSDALE, Mich., (Feb. 28, 2013) – Cobra

Cobra Moto heads to Daytona for Ricky Carmichael’s Amateur Supercross

HILLSDALE, Mich., (Feb. 28, 2013) – Cobra

Pro Taper Mini O’s Recap

A video recap of the Pro Taper

MSR Mini O's Race Recap Video

MSR Riders Take On Mini O’s 2012

Recap video for the 2012 Mini O's

DoubleClick

DoubleClick