KTM 450 SX-F 2020 dirt bike
In keeping with KTM tradition, the 2021 450 SX-F receives the same tweaks we've seen on the factory race team's bikes for the 2021 season.
The 2021 KTM 450 SX-F was based on the 2021 KTM 450 SX-F Factory Edition, a factory race team bike that received quite a few changes. Unsurprisingly, KTM followed the same path this year. In short, the list of changes includes an engine piston with a new, more wear-resistant coating, new pistons in the fork, a new rear shock absorber for better handling, a 49-tooth rear sprocket (up from 48) and changes to the engine map settings.
Explaining in detail the changes to the suspension, KTM explained that the new fork piston is manufactured using new technology and does not require additional processing after production. The piston has a small ridge that allows the piston to lift away from the hydraulic fluid more easily as it moves and sucks in less fluid, resulting in a smoother fork operation. The rear shock absorber spring preload adjuster has a larger pitch thread for increased strength.
Remaining unchanged for the 2021 model are the major changes for the 2021 model to the chassis, engine and plastic tail. The 19/20 frame is torsionally stiffer than the previous frame and is designed to give the rider a more precise cornering feel. The engine is more compact and weighs less than previous models, and the plastics have been updated to match the new frame.
KTM 450 SX-F 2020
KTM 450 SMR engine
The 2021 KTM 450 SMR is based on the 450cc engine that made the KTM 450 SX-F a powerful motocross and supercross weapon. The company's newest generation of four-stroke solutions makes it possible to contain a herd of 63 horses in a 27 kilogram engine. The engine was carefully centered in the frame for ideal weight distribution: the clearest feedback and feeling of contact with the asphalt are highly valued in a supermoto. Beneath the single-shaft head is a lightweight 95mm diameter aluminum cylinder housing a 320g T-piston that produces tons of thrust, while the crankshaft is precisely positioned for the most concentrated weight distribution and sharp handling and is mounted on large press-fit bearings that, along with a high-tech connecting rod provide a long service interval - 100 operating hours. The camshaft has friction-optimised running surfaces and ensures impressive engine response. Four ultra-lightweight titanium valves (40mm intake, 33mm exhaust) are driven by extremely durable rocker arms with a DLC coating on the intake, allowing the engine to rev to an impressive 11,500 rpm. This is also facilitated by low-friction timing chain guides. The balancer shaft not only reduces engine vibration, but also drives the cooling pump. Mitsuba's electric starter ensures quick and reliable engine starting, saving time and effort when it matters most. The electric starter is powered by a lightweight lithium-ion battery with a capacity of 2 Ah. The electrics, including the relay regulator, are compactly located in a protected place under the saddle. Exhaust gases leave the engine through an exhaust manifold specially created for this model with a resonator - a small chamber around a pipe. The exhaust has a collapsible design, which allows you to not remove the rear shock absorber when working with it.
On the road
In terms of power, KTM did make some significant changes to the 450cc engine's performance maps. 2020 (if you read the first impressions of the 2020 Husqvarna FC 450, it will be like déjà vu). Card #1 is now just a standard card, and card #2 is an aggressive card. They've simplified the choice and created two maps with very clear differences in engine feel. The first card is very smooth and linear, without any surprises or power surges. Throttle response is quite good in the mid-to-high rpm range, but we found it to be a little laggy. Our pro tester preferred Map 1, just like the Husqvarna we rode last week, while I surprisingly chose Map 2 once I warmed up and got used to the track, which was wide and fast this time around. different from the track on which we tested the FC 450.
Map #1 is very friendly and manageable, but lacks the edge I got with map #2. My partner preferred riding at higher revs - map #1 worked best for him and he was able to ride faster and control the bike better with a more linear power delivery.
With map two, the engine's character becomes sharper, low-end torque increases and seems to spool up faster with sharper throttle response. While on the Husqvarna I felt the bike was a little more difficult to control with map 2 activated, the KTM felt more responsive and made the ride more fun. To be fair, we tested the bike on two different tracks over two days.
The overall typical KTM power character shone through on both maps - it's a fighter. Sometimes it feels like this bike could be launched to the moon, and it's a little scary. Perhaps this is why I liked map number two the most, because it has enough torque from very low revs, the bike always goes and forgives some mistakes.
The differences in suspension settings are a little more subtle. While Husqvarna focuses on comfort in its FC450, KTM sticks to the slogan "Ready to Race". The suspension still compromises on comfort and handling, but the settings are closer to racing than comfortable. I initially softened the fork three clicks to help the bike turn in easier, but the front end of the bike was still a little high for me. After increasing the rebound rate on the shock, I went back to stock fork settings and it worked well for me. On the other hand, my partner increased the compression force in the fork and increased the rebound speed, such settings were more suitable for his fast pace.
One thing we both noticed on the WP XACT 48mm air fork is that compression resistance is a little lacking. While working through most common obstacles, the fork's action is quite smooth and it works well on small to medium impacts, but on big jumps or riding quickly over the tops of bumps, it felt like the last quarter of the fork's travel wasn't stiff enough.
When it comes to handling, I think the 2020 KTM 450 SX-F feels on par with last year's model. I'm not the biggest fan of this bike's cornering character as I don't think it needs the extra torsional stiffness, so I prefer the more flexible handling of the previous frame. Still, the bike's overall low weight helps in all situations, including cornering. Most riders find the bike easy to handle in tight corners and even in flat, wide corners.
Box from PANKL Racing Systems
A 5-speed gearbox from PANKL Racing Systems with gear ratios specifically for supermoto allows you to get the most out of a powerful engine. The box is equipped with a gear sensor, allowing the implementation of individual fuel maps for each gear. The SUTER slipper clutch adds stability to the rear wheel - a secret ingredient that supermoto fans and pros alike love. The Brembo hydraulic clutch drive provides easy squeezing, precise modulation and stable clutch characteristics when heated.
KTM 450 SMR chassis
The engine is housed in a durable chrome-molybdenum steel frame, the hydroformed elements of which are joined using robotic welding to ensure precision and quality. The frame's flex characteristics are optimized for exactly what the KTM 450 SMR is designed to do - and riders will be disappointed, rather than excited, right from the first lap.
Straight-line stability, maximum grip and acceleration efficiency are complemented by instant response. The chassis is strong and reliable, yet lightweight, and the 900g subframe plays an important role here. Crossbars with a 16mm stem and four steering positions are attached to the frame. The die-cast swingarm is another lightweight and durable component that allows you to optimize the wheelbase for any track. The rear wheel position scale is visible from above, making it easier and more accurate to adjust.
The triple clamps feature a 48mm WP Suspension XACT air fork with split-damping AER technology and a mid-valve damping system. The fork's air spring is adjusted via a pressure valve, and damping is adjusted via multi-position adjusters. The fork inflation pump is included with the motorcycle. Supermoto competitors demand razor-sharp surface feel, yet reliable response to bumps and varied off-road conditions, so the compact and lightweight WP Suspension XACT rear monoshock is an important and valuable chassis element, given the full adjustment package. Wheel travel is 285 mm at the front and 266 mm at the rear, and the wishbone rear suspension provides maximum handling and precision feedback.
The NEKEN tapered aluminum handlebar is mounted via rubber damping spacers, which can be installed in two ways. The handlebar is equipped with a vulcanized ODI grip on the right and a convenient quick-release ODI grip on the left.
TEST DRIVE: KTM SX-F 250, 350 and 450 (2016) – New Generation
For the first Russian tests of the new generation of 4-stroke motocross motorcycles KTM 250 SX-F, KTM 350 SX-F and KTM 450 SX-F, the MOTOGONKI.RU portal invited the strongest Russian motocross riders, experienced enough in dealing with KTM to clearly notice the difference: models 2016 - a new generation of champion motorcycles 100%.
MOTOGONKI.RU, August 7, 2015 —
KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F (2016) Click on image to go to photo gallery
I would like to note that this year Russia received SX-F series motorcycles before anyone else, in particular, before the United States. Yes, at the end of May in Italy, on the Maggiorra track, official tests were held for journalists, which included representatives from America, but the KTM 250 SX-F, 350 SX-F and 450 SX-F will be released to the mass market only in September. At the same time, Russian cross-sport athletes have already begun to update their fleet.
Russian tests KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F (2016): Christian Albrecht, KTM Sportmotorcycles AG - such tests should be carried out much more often! Click on the image to go to the photo gallery
Only on Wednesday, August 5, the official presentation took place, so we, without delay, published all the technical details and nuances that KTM specialists from Mattighofen and the Moscow office told us. There are so many changes in the design that it would be easier to start studying them from scratch rather than compare them.
All details: KTM 250 SX-F, 350 SX-F and 450 SX-F (2016)
However, there is always something and someone to compare with!
First Russian
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: Artem Nazarov (left) and Kirill Gavrilov (right) Click on the image to go to the photo gallery
The motorcycle track in Borodino is long, “concrete” and dusty, however, it allowed us to conduct a comparative analysis of two generations, with which we were helped by the current champion of Russia in motocross in the “450” class, Maxim Nazarov
, his brother,
winner of the Russian Championship in the 125 2T class Artem Nazarov
, as well as the former USSR motocross champion, now an active hobby racer
Konstantin Gavrilov
and his son,
Kirill
, who tried his hand at the EMX250 European Championship at the last stage in Latvia, leader of the Central Federal District Championship of Russia in the “250 4T” class.
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: with Vlad Nikitin (O2 Team) Click on the image to go to the photo gallery
Also, all three motorcycles were tested by the pilot of the O2 Team from St. Petersburg, Vlad Nikitin
. And they all ride current model year KTM motorcycles!
KTM called the key changes in the design of all three motocross motorcycles, each of which won more than one world and national title, a change in chassis geometry, fundamentally new suspensions and a more powerful but lighter engine. Developers from Mattighofen were able to remove an additional 4 to 6 hp from each engine, lightening each unit by 1.1-1.9 kg. The overall weight reduction of the motorcycles was up to 7 kg!
KTM 250 SX-F (2016) Click on the image to go to the photo gallery
KTM 250 SX-F (2016)
Kirill Gavrilov was the first to hit the track on the 250 SX-F
(height 182 cm, weight 75 kg, 16 years old, has been involved in motocross professionally for 10 years). Despite his young age, Kirill completed the warm-up laps on the new bike quickly, like on a racing weekend: pro riders are not used to wasting time. After 10 minutes, he returned to the impromptu pit lane: he had to tighten the fork - at high speed the motorcycle began to “jump” along the ridge. A couple of manipulations and back.
2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F - test drive for MOTOGONKI.RU conducted by Kirill Gavrilov Click on the image to go to the photo gallery
“I saw a really new motorcycle,” said Kirill, returning to the “garage” for the second time. — The motor has become noticeably more powerful, the “top” spins very high, you can use the peak power and torque constantly. You can feel that the geometry and weight distribution have changed, which has affected the taxiing: the new SX-F steers just amazing, better than the 2015 model! But we drove almost on standard settings, the adjustments were minimal.”
The change in chassis geometry also had a positive effect on Kirill Gavrilov’s pace; he became bolder in “breaking” the motorcycle on the finishing table, which increased his speed in the next turn: “It seems that the footpegs have become higher, it’s more convenient to turn the motorcycle in flight. The brakes, as usual, are at the highest level.”
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: with Vlad Nikitin (O2 Team) Click on the image to go to the photo gallery
Improved handling of the 2021 KTM 250 SX-F was also noted by Vlad Nikitin
: “I compete specifically on the 250 SX-F of the 15th year. The difference is immediately felt: the new one is much lighter and handles better. Yesterday, at the conference, we were told that the main thing for KTM is the Ready to Race principle, that is, that they are ready for competitions out of the box. Today I realized this: on a completely “zero” motorcycle, which no one had ridden before me, no one changed the settings (and we didn’t change anything either), the suspension, the engine - without any tuning! — felt comfortable. I think if you take it and go to competitions, even at the level of the Russian Championship, you don’t need to modify anything and immediately fight for victory. I know what I'm talking about because I used to buy a new Yamaha. It took 3-4 training sessions to get the hang of it and adjust it to suit you, but here it was OK from the first round.”
2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F - testing with Artem Nazarov Click on the image to go to the photo gallery
Comparing the KTM 250 SX 2-stroke and SX-F 4-stroke side by side, Artem Nazarov
added that on a track like Borodino (with hard ground), a 4-stroke engine clearly outperforms a powerful “low-level” 2-stroke: “They always had a very strong engine with pick-up from the very bottom, but on “concrete” 4T starts much smoother, without losses due to slipping. The 250 SX-F's acceleration is very smooth and the speed builds up smoothly and noticeably.”
KTM 350 SX-F (2016)
The idea of creating a 350 cc version of the 250 SX-F (that's right) belonged to the great Stefan Everts. When the 10-time motocross world champion came out of retirement to take a management job at KTM Racing, it dawned on him that the capabilities of a nimble 250cc bike could be crossed with the power of a 450cc power unit. The plant presented the first generation of the KTM 350 SX-F to the public at the EICMA-2009 exhibition in Milan, at the same time announcing two shocking news: the first - about Antonio Cairoli's transition to KTM Racing, and the second - that the Italian will fight in MX1 against 450 cc cars specifically on the 350 SX-F. Cairoli did not disappoint the expectations of his new employer and his fans, won the title on the first try and held it for several seasons in a row.
KTM 350 SX-F (2016) Click on the image to go to the photo gallery
The KTM 350 SX-F, created according to a total lightweight program, designed by Everts for future victories in Supercross, on the light and short sandy tracks of America, has taken root perfectly in classic motocross.
The motorcycle we launched today in Borodino is the third generation of the 350, while the 250 has been produced since 2005, and this is already the sixth update for it. Both “updates” are synchronized by the factory: the same 4-valve 2-shaft DOHC, only designed from scratch, new technology for melting the crankcase, cylinder head and covers, a completely new overall design and materials.
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: with Vlad Nikitin (O2 Team) Click on the image to go to the photo gallery
The 250 and 350 engines are even outwardly similar, like two peas in a pod (except for some details). The chassis of the motorcycles is almost identical, so the difference in weight between the 250 and 350 is only 1.4 kg. At the same time, the 350 SX-F outperforms the “donor” by 12 hp. and is inferior to the 450 SX-F by only 5 hp.
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: Artem Nazarov Click on the image to go to the photo gallery
Artem Nazarov paid the most attention to the motorcycle
(height 178 cm, weight 62 kg, 17 years old).
2021 KTM 350 SX-F - testing with Artem Nazarov Click on the image to go to the photo gallery
The fundamental difference between the KTM 350 SX-F and the 450 SX-F is how it delivers power and how the peak power is achieved. If the 350 needs to be revved (maximum torque and power values occur at 12600 rpm), then the 450 is ready to produce the same amount of power and the same speed already at 9000.
Test drive MOTOGONKI.RU: Artem Nazarov on board the KTM 350 SX-F (2016) Click on the image to go to the photo gallery
The new 350 SX-F engine pleasantly surprised Artem: “In the previous generation there was a slight lack of peak power, but in this one it feels like the top is meaty. You can ride like a 250, but faster. The 450 is still a bit heavy for me, and in terms of the engine too. I think the 350 is a great choice for the advanced hobbyist.”
The new ergonomics of the KTM SX-F (applies to all three motorcycles) attracted special attention from all pilots, but Artem Nazarov said - one for all, and everyone agreed: “What’s really cool is how they changed the seat: now you sit straight, you don’t fall through like into the hole! It became easier to sit up to the tank, change weight distribution during braking, acceleration, and shift while jumping. Because of this, steering became sharper and easier. Ergonomics have improved significantly here.”
2021 KTM 350 SX-F - testing with Maxim Nazarov Click on the image to go to the photo gallery
The eldest of the Nazarovs, Maxim, who made his debut in the world motocross championship in the MXGP class at the Latvian Grand Prix, said after a session on the 350 SX-F: “I’ve been riding a 450 for a year now, so I perceive the 350 SX-F as a 250 - you need to turn it, constantly keep high speeds at a level, constantly in the axle box. But I’m used to “shooting” and then riding calmly, in high gears, so that the motorcycle itself takes the line. But it's just a habit. 2-3 workouts, and I could easily reach 350! The last time I tried the 350 SX-F was in 2011, and I want to say that that bike and this new one are heaven and earth, the progress is incredible.”
KTM 450 SX-F (2016)
The big SX-F was taken on by guys with experience. Attention Konstantin Gavrilov
(height 182 cm, weight 83 kg, 42 years old), who often has to do not so much racing as tuning two motorcycles at once (his own and his son’s), was immediately attracted by the new WP AER 48 fork with pneumatics.
KTM 450 SX-F (2016) - all details Click on the image to go to the photo gallery
At KTM, as in Japanese companies, when developing and improving motorcycle components, they take into account, first of all, the marketing component: in which market will the overwhelming number of motorcycles be sold? Obviously, the transition to pneumatic units instead of classic spring hydraulics is a move aimed at simplifying the maintenance process in “field conditions”, when the mechanic or the racer himself has a minimum of tools at hand. Adjusting the KTM SX-F fork is now carried out in two movements and takes only a few seconds or minutes.
KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F - second Airfork with air chamber: the air spring can be adjusted by simply changing the pressure through the valve Click on the image to go to the photo gallery
But how will all this work in our conditions? The plant specialists, who came to Moscow for the presentation, directly said that the new forks were not tested in cold conditions (winter-autumn), and they could not say with certainty how they would behave, for example, when used in temperatures below -10. This is also due to the marketing component: winter championships in motocross and supercross (the most popular and demanding client) are held only in Russia, Finland, Sweden and the Baltic states, while in other countries either temperatures do not drop below zero, or in winter it’s just “vacation” " Like, for example, in America: if it snows, the crossman takes a vacation, as Sergei Astaikin put it. And how often does it snow in California?..
So we still have to test the new KTM SX-F suspensions in winter and autumn conditions!
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: Konstantin Gavrilov - first impressions after the test Click on the image to go to the photo gallery
Two test rides on the highway - first impressions: “It’s a controversial issue about the fork,” Gavrilov said. “I think they just made the setup process more difficult for the amateur.” Previously, out of habit, it was simpler: two bolts, twist and try. If there is no mechanic nearby who knows what pressure to pump... On the other hand, how often do we make adjustments? The air fork is already in stock, it is quite rigid, but does not break through. And the small irregularities that everyone loves so much in our hobby are handled well.”
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: current Russian champion Maxim Nazarov Click on the image to go to the photo gallery
Current Russian motocross champion Maxim Nazarov
(in terms of dimensions - an exact copy of Gavrilov: the same 182 cm height and 82 kg weight) won the title in 2014 on a Suzuki, but then switched to a KTM 450 SX-F and is now in the lead again. He began to compare motorcycles of 2015 and 2016 immediately, and with slight regret: immediately after the test drive in Borodino, the team went to a traditional motocross in Khotkovo, where Maxim and Artem again had to ride their “old” motorcycles.
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: Artem Nazarov and Maxim Nazarov setting up the motorcycles before the second trip to the track Click on the image to go to the photo gallery
Between the first sessions the team quickly adjusted the fork to Maxim Nazarov's
: easy pressure adjustment and rebound adjustment to suit the conditions of the Borodino track. Returning to the track afterwards, the driver noticeably increased his speed, especially on the jumps. By the way, after the adjustment made by Nazarov’s mechanic, no one had any complaints about the fork - and in general, no one had any complaints about the performance of the 450 SX-F chassis.
Test drive MOTOGONKI.RU: current Russian champion Maxim Nazarov on board the KTM 450 SX-F (2016) Click on the image to go to the photo gallery
“One session was enough to understand how much the geometry, weight distribution and ergonomics have changed - for the better! - he said, only taking off the belt. — I really liked the chassis. She's airy, right? Cool! She surprised me the most. I have always ridden traditional spring forks, which we always spent a long time tuning before the bike became “yours.” Today, after the first ride, we only slightly adjusted the pressure to suit my weight - and that’s it: it was as if the bike had been adjusted for me before the tests! I liked the way the fork reacts to jumps most of all: it became possible to jump over the break in one sitting.”
2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F - Engines Click on image to go to photo gallery
KTM developers paid special attention to reducing the weight of the flagship motorcycle’s power unit. In general, total lightening has become the hallmark of the 2021 SX-F lineup: last year’s 450 SX-F weighed almost 107 kg in curb condition, and now it’s exactly 100 kg! By the way, just installing the WP AER 48 with a lightweight air pen gave a savings of 2 kg.
Total: minus 7 kg and plus 4 hp. “straight out of the box” - even on paper this is capable of impressing a person who has at least once compared large motocross motorcycles on the track. What advantage did this relief give to the prize pilot of the Russian championship?
2021 KTM 450 SX-F: Maxim Nazarov - The engine was and remains powerful, it just became a little smoother, and for me that matters Click on the image to go to the photo gallery
“Compared to the previous model, the difference is huge - the motorcycle has become more bouncy, easier to climb and more stable on the landing. It reminded me of a 250, only with a very powerful engine,” says Nazarov
.
“The engine was and remains powerful, it just became a little smoother, and for me this matters, especially on hard ground, like here. The previous version was very harsh, there was too much slipping on slippery ground, it was impossible to drive smoothly, there was constant skidding. And on “concrete” jumps I always had to fight with a motorcycle. As an example, “Eaglet” - there I was exhausted on their rocky ground. On the sand, a sharp motor is good. But I think that this one will not yield to it on loose soil. Switching modes - ignition mapping can be done without turning off the engine, making the engine sharper or smoother. I was simply delighted with this!”
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: current Russian champion Maxim Nazarov Click on the image to go to the photo gallery
Having returned from the track and passing the motorcycle into the hands of other test pilots, Maxim Nazarov
concluded: “Personally, Suzuki has always suited me well because of its chassis and geometry, and the new KTM 450 SX-F just reminded me of the behavior of my old bike, which I rode last year. I would really like to ride this KTM next season.”
Konstantin Gavrilov
later added: “You could say this: those who loved KTM will love it even more after MY16. And whoever switches from another motorcycle will compare and look for all sorts of things. But true love is when you don’t compare (laughs).”
Can not argue.
Catalog of posters: motorcycles and motorcycle racing
Photos from the MOTOFOTO.RU archive Bright shots that can decorate your home, office and garage
The only thing that really ran out quickly in the 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F tests was gasoline... Click on the image to go to the photo gallery
Test drive MOTOGONKI.RU - 2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F: with Vlad Nikitin (O2 Team) Click on the image to go to the photo gallery
Test drive MOTOGONKI.RU - 2021 KTM 350 EXC: finally - Kirill Gavrilov tries enduro just for fun Click on the image to go to the photo gallery
2021 KTM 250 SX-F - testing with Artem Nazarov Click on the image to go to the photo gallery
2021 KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F - find out all the details with Artem Nazarov Click on the image to go to the photo gallery
All details: KTM 250 SX-F, 350 SX-F and 450 SX-F (2016)
Brand new KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F chassis in 2016 Click on image to go to photo gallery
KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F - new ultra-light Li-Ion 2.2Ah battery Click on the image to go to the photo gallery
KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F - all details Click on the image to go to the photo gallery
KTM 250 SX-F, KTM 350 SX-F & KTM 450 SX-F all feature No-Dirt footpegs Click on image to go to photo gallery
The devil is in the details
KTM knows that the devil is in the details, and the design department has been given the task of ensuring that the 2021 KTM 450 SMR leaves an immediate impression. The radiator is made of durable aluminum, and its design is calculated using computational fluid dynamics for maximum cooling efficiency. Its location also contributes to the optimization of weight distribution. Radiator protective elements not only remove dirt, but also redistribute collision energy during impacts, keeping radiators intact. The design of the footpegs prevents dirt from sticking, and if you need to make the footpegs higher, you can install them from the KTM EXC 2021; they are 6 millimeters higher than the standard ones.
The 44mm throttle body gives the KTM 450 SMR precise throttle response, while the Keihin engine management system caters to the rider's personal needs by managing fuel mapping, launch control and traction control. Traction control can be turned on and off on the fly using a switch on the steering wheel. The position of the nozzle ensures optimal grinding of fuel and mixing it with air on the way to the combustion chamber, which causes instant response and maximum efficiency when opening gas. The fuel map switch on the handlebar allows you to choose one of two - standard or aggressive, so the behavior of the motorcycle can be adjusted when the track or weather changes, or when fatigue sets in. By pressing both buttons on the map switch, launch control is activated, ensuring the most effective start. It reduces the engine's maximum open throttle speed in the early moments, providing greater control and preventing rear wheel slip. When this function is activated, the control lamp of the computer on the upper cross-member flashes.
The specially designed airbox gives the KTM 450 SMR engine the sharp, responsive response required for serious sport. The 7-liter tank provides a considerable range for long rides, and the fuel line laid deep in the motorcycle is well protected from damage. ALPINA 16.5/17 tubeless spoked wheels are shod with Bridgestone slicks. Narrow racing plastic and bright graphics complement the appearance of the top-end projectile of the first year of the new decade.
