BLOOD ORANGE - THE 2009 SX RANGE

July 01, 2008

There’s no doubt that KTM have a passion for what they do. It’s driven them to the forefront of World motocross championships and to lets no kid ourselves here, they certainly seem to be dominant in the Enduro market too. When ever you get up close and personal with any KTM personnel or staff their enthusiasm shines through, it’s almost annoyingly infectious! It’s like its company policy or something. Everything they do is with total commitment, you only have to look at their presence in the GP paddock to figure that out, whether it’s from the mechanics working flatout on improving the bikes or someone from the ever expanding orange army that seem to make sure no marketing possibility isn’t being missed.

Not wanting to sound like I could stick my head up KTM’s backside any further it’s true to say their presence dominates the FIM MXGP circuit. However they haven’t quite mastered the USA like the Beatles just yet. Maybe they don’t want to? One thing that I find incredibly refreshing about KTM is that they are still keeping the cogs of the 2 stroke production line turning when the big Japanese 4 are not. With the eco laws in America tightening up, it appears the final nails in the 2 strokes coffin are being banged in but not by KTM and credit to them for that.

So they have a comprehensive motocross range for 2009 once again and I was lucky enough to be invited to test them at their launch in Sweden. Our regular test rider Dave Willet couldn’t make it as his wife was about to give birth to their first child so I had to step up to the plate. Well someone had too! It had been a while but it was well worth the experience, the 2009 KTM SX range had a lot to offer. So here’s my run down on each mx model.

50 SX
 What can I say? Well I guess I can be honest here in my opinion and only look back to when I was a kid. KTM’s mini bike range look like a scaled down version of their big brothers and that alone makes these bikes almost impossible to ignore. These days image is everything and kids are clued up more than ever before. If little Johnny wants to be like his hero Tommy Searle then he’s going to want a bike that looks like his too. They really are a fine bit of kit and don’t think that KTM have just put some new plastics on in the hope that will fool you into thinking things haven’t been developed because they have. This really is a new bike, in fact their minicycle range (50,65 and 85cc) have had a major overhaul. Let’s start with the engine.

That now has a 45 degree cylinder head that is mounted higher in the bike for better handling, it also gives a flatter and more optimised air intake for better and consistent performance coupled with the water cooling that completely surrounds the crankcase. The front sprocket is now nearer the pivot of the swingarm which means less chain sag during suspension travel. The new slipper clutch helps the performance on this little automatic pocket rocket even more with its flat wire coil springs instead of the usual Belleville ones and then they’ve also taken the clutch away from being mounted on the crankshaft and placed it on an intermediate shaft, almost halving the clutch speed. This reduces the temperature and wear of the clutch pads while all the while increasing more power. There isn’t a more comprehensive bike for a nipper to start on. Period.


Engine type Single cylinder, 2-stroke
Displacement 49 cc
Bore x stroke 39.5 x 40 mm (1.55 x 1.57")
Starter Kickstarter
Transmission Single gear automatic
Carburetor Dell'Orto PHBG 19 BS
Engine lubrication Mixture oil lubrication 1:60
Transmission oil Motorex ATF Super
Primary drive 61:33
Final drive 11:40
Cooling Liquid cooled
Clutch Centrifugal clutch (adjustable)
Ignition Seletra 2p D36

Frame Double grinded central double-cradle-type frame
Subframe Steel
Handlebar Pro Taper, Aluminium Ø 22 mm (0.87")
Front suspension Marzocchi Ø 32 mm (1.26")
Rear suspension WP mono shock
Suspension travel front/rear 185 / 185 mm (7.28" / 7.28")
Front brake Disc brake Ø 160 mm (6.3")
Rear brake Disc brake Ø 140 mm (5.51")
Rims, front/rear 1.5 x 12"; 1.6 x 10" Alu
Tires, front/rear 60/100 x 12"; 2.75 x 10"
Chain 1/2 x 3/16"
Main silencer Aluminium
Steering head angle 66°
Wheel base 1032 mm (40.63")
Ground clearance (unloaded) 252 mm (9.92")
Seat height 684 mm (26.93")
Tank capacity approx. 2.3 liters (0.61 gal)
Weight (no fuel) approx. 39.8 kg (87.74 lbs)

65 SX
 The next step up from the automatic 50cc and plain speaking the next logical step in a whipper snappers development. Again there are major changes as the Orange brand refuse to rest on their laurels. Like the 50 the cylinder position has changed but on the 65 it’s been fitted with KTM’s new patented PCEV Powervalve. The Pressure-Controlled Exhaust Valve gives the 65 more rider friendly torque as it opens the exhaust duct only at high revs for maximum performance and it pretty much eliminates the ‘flat spot’ on the bottom end for a more linear power. On top of that there’s a new 24mm flat side Mikuni carburettor that offers better response to go with the new power. There’s now two radiators which inter-grate with the crankcase and of course a new exhaust to work with the PCEV Powervalve. It doesn’t stop there for these two little un’s though.

They both have brand new frames, partially made of chrome-molybdenum steel profile tubing. The sub frame on the 65 is made from flat aluminium profile. The suspension is different from the 50cc though, that has 32 mm conventional Marzocchi forks and WP shock whereas the 65 has 35mm upside down Marzocchi forks and an all new rear WP shock that has different settings. It comes with 20 clicks at the front and 12 clicks for compression and 20 clicks for rebound at the rear so there’s plenty of scope for every level of rider and track. The KTM airflow system directs fresh air via ducts between the rad scoops and tank straight into the airbox under the seat which once again does nothing but enhance the performance and of course the Twin Air filter is still changeable without the aid of tools. The brakes are disc both front and rear and now come with a new 4 piston calliper with wavey discs. All that coupled with new Pro Taper bars, new fine cast steel footpegs, plastics, seat, graphics and wheels basically make it the trickest 65 on the market, it’s effectively a brand new bike. In fact I’m thinking of trading in my minibike for one of these, I kid you not.

Engine type Single cylinder, 2-stroke
Displacement 64.9 cc
Bore x stroke 45 x 40.8 mm (1.77 x 1.61")
Starter Kickstarter
Transmission 6 gears
Carburetor Mikuni VM 24-505
Control Exhaust control PCEV
Engine lubrication Mixture oil lubrication 1:60
Transmission oil Motorex, SAE 15W-50
Primary drive 61:33
Final drive 11:40
Cooling Liquid cooling
Clutch Wet multi-disc clutch, operated hydraulically
Ignition AET digital

Frame Double grinded central double-cradle-type frame
Subframe Aluminium
Handlebar Pro Taper, Aluminium Ø 22 mm (0.87")
Front suspension Marzocchi USD Ø 35 mm (1.38")
Rear suspension WP mono shock
Suspension travel front/rear 220 / 270 mm (8.66 / 10.63")
Front brake Disc brake Ø 198 mm (7.80")
Rear brake Disc brake Ø 160 mm (6.3")
Rims, front/rear 1.6 x 14"; 1.6 x 12" Alu
Tires, front/rear 60/100 x 14"; 80/100 x 12"
Chain 1/2 x 1/4"
Main silencer Aluminium
Steering head angle 64.5°
Wheel base 1137 mm (44.76")
Ground clearance (unloaded) 280 mm (11.02")
Seat height 750 mm (28.54")
Tank capacity approx. 3.5 liters (0.93 gal)
Weight (no fuel) approx. 55.4 kg (122.13 lbs)

85 SX
 The 85 hasn’t had such of a major overhaul as the other two toddlers. I guess with all the efforts going into the 50 and 65 KTM felt like the 85 could wait, if it ain’t broken there’s no need to fix it right? It’s fair to say that in this category KTM face a little more competition from the Japanese, particularly Honda’s CRF 150. With that in mind they’ve made only a few small mods to enhance the power they already have and they’ve done that by fitting V-Force reeds and a new intake flange that sharpens it up quite a bit and makes it super responsive – believe me.

I was nearly off the back of this thing a couple of times it’s a fiery and feisty little bugger. Fully kitted up I must come in at 12 ¼ stone and it pulled me around the track no problem, sure there were times when I had to rev it a little but for a kid it’s more than enough. If they’re riding this to it’s full potential then trust me it won’t belong before they’ll have a pro contract shoved under their nose. The gearbox has also had some tweaks. 3rd, 4th and 5th gears have been made reinforced for better durability to the beating these little bikes can take. The rear suspension stays the same for 2009 with WP supplying the goods. The forks are 43mm upside-down items and again the rear shock comes with full adjustment like that of the bigger bikes.

Engine type Single cylinder, 2-stroke
Displacement 84.9 cc
Bore x stroke 47 x 48.95 mm (1.85 x 1.93")
Starter Kickstarter
Transmission 6 gears
Carburetor Keihin PWK 28
Control Power Valve
Engine lubrication Mixture oil lubrication 1:40
Transmission oil Motorex, SAE 15W50
Primary drive 19:66
Final drive 14:49
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Moric digital 2M1

Frame Double grinded central double-cradle-type frame
Subframe Aluminium
Handlebar Aluminium Ø 22 mm (0.87")
Front suspension WP USD Ø 43 mm (1.69")
Rear suspension WP PDS mono shock
Suspension travel front/rear 280 / 300 mm (10.83 / 11.81")
Front brake Disc brake Ø 220 mm (8.66")
Rear brake Disc brake Ø 200 mm (7.87")
Rims, front/rear 1.4 x 17"; 1.6 x 14" Alu
Tires, front/rear 70/100 x 17"; 90/100 x 14"
Chain 1/2 x 5/16"
Main silencer Aluminium
Steering head angle 66°
Wheel base 1290 mm (50.79")
Ground clearance (unloaded) 385 mm (15.16")
Seat height 845 mm (33.27")
Tank capacity approx. 5 liters (1.32 gal)
Weight (no fuel) approx. 68 kg (129.94 lbs)

125 SX
 If we look back a few years into the growth of KTM we could present the argument that their 125 pretty much built their reputation. It certainly gave KTM a platform to which to build on if nothing else. Of course 250 four-strokes now rule the roost but this is still a great bike for young teenagers to learn some valuable lessons about how to race. At certain levels in schoolboy motocross a good rider can still put up a good challenge on one of these before maybe jumping to the 250F or the 150. With all their knowledge on making 125’s blindingly quick KTM has only tweaked the top end of the motor and left the crank untouched. The 125 and 150 have optimised kinematics of the exhaust control which ensures a wider opening for the exhaust valve, in English and simple terms – even more bottom end power. There’s new pistons too made with a new material with less silicon for a higher fatigue strength and better running in. Like the 85 both the 125 and 150 come with a new carburettor. It’s actually smaller and is now 38mm instead of 39mm and together with the new intake flange the response is awesome, it’s as sharp as wild west gunslinger! I had so much fun on this bike, you have to really ride it hard so it certainly sharpens you up. It felt so light and nimble compared to the 250F and turned so much sharper. There aren’t many 125’s to choose from anymore but if it’s what you fancy you can’t go wrong with this thing straight out of the box.

Engine type Single cylinder, 2-stroke
Displacement 124.8 cc
Bore x stroke 54 x 54.5 mm (2.13 x 2.15")
Starter Kickstarter
Transmission 6 gears
Carburetor Keihin PWK-S 38 AG
Control Exhaust control
Lubrication Mixture oil lubrication 1:40
Transmission oil Motorex, SAE 15W50
Primary drive 23:73
Final drive 13:50
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan

Frame Central double-cradle-type 25CrMo4
Subframe Aluminium
Handlebar Renthal, Aluminium Ø 28/22 mm (1.10 / 0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP PDS shock absorber
Suspension travel front/rear 300 / 335 mm (11.81 / 13.19")
Brakes, front/rear Disc brakes 260 / 220 mm (10.24 / 8.66")
Rims, front/rear 1.60 x 21"; 2.15 x 19" Excel
Tires, front/rear 80/100-21"; 100/90-19"
Chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63° Wheel base 1471 ± 10 mm (57.91 ± 0.39")
Ground clearance (unloaded) 390 mm (15.35")
Seat height 985 mm (38.78")
Tank capacity approx. 8 liters (2.11 gal)
Weight (no fuel) approx. 90.8 kg (200.2 lbs)

150 SX
 If I had fun on the 125 then this was simply divine. Truly, I haven’t had so much fun on a bike for sometime. I raced a 250 two-stroke most of my career and I love them but there’s always time when they get away from you just that little bit and leave you a little unsure. This thing is just like a mild or slightly slower 250. Okay it’s giving away 100cc’s but it doesn’t feel like it. The response is so sharp but you can then hold those gears a little longer where a 125 will peak off this thing revs to the moon. Ridden right I still firmly believe the 150 is a match for the 250F, particularly with its handling ability. No matter how much they try to make four-strokes as nimble as the two-stroke it never will be because of the basic physics of it all.

I found it much easier to flow around the track on this bike than anything else. The circuit was a hard, shale like surface that favoured a four-stroke but if you utilised the mid range power on this bike and hooked up a gear early it seemed to take off as well as the 250F, But the obvious advantage was getting into the tight turns. I had more confidence to stick it there and under racing conditions I would be more confident to make racing moves or go off line to pass someone on this bike. So what makes the motor so strong? Well like the 125 it has the new cylinder, piston and carb but KTM have spruced up the 150 with a new ignition with two new ignition curves. Basically they allow the engine characteristics to be adapted to the track or rider and they improve durability which is particularly good for power sapping sand tracks. The mapping can be changed via a plug connection or an accessory switch from KTM aftermarket range.

Engine type Single cylinder, 2-stroke
Displacement 143.6 cc
Bore x stroke 56 x 58,5 mm (2.20 x 2.30")
Starter Kickstarter
Transmission 6 Gears
Carburetor Keihin PWK-S 38 AG
Control Exhaust control
Lubrication Mixture oil lubrication 1:40
Transmission oil Motorex, SAE 15W50
Primary drive 23:73
Final drive 14:50
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan

Frame Cental double-cradle-type 25CrMo4
Subframe Aluminium
Handlebar Renthal, Aluminium Ø 28/22 mm (1.10 / 0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP PDS shock absorber
Suspension travel front/rear 300 / 335 mm (11.81 / 13.19")
Brakes, front/rear Disc brakes 260 / 220 mm (10.24 / 8.66")
Rims, front/rear 1,60 x 21"; 2,15 x 19" Excel
Tires, front/rear 80/100-21"; 100/90-19"
Chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63°
Wheel base 1471 ± 10 mm (57.91" ± 0.39")
Ground clearance (unloaded) 390 mm (15.35")
Seat height 985 mm (38.78")
Tank capacity approx. 8 Liter (2.11 gal)
Weight (no fuel) approx. 90,8 kg (200.2 lbs)

250 SX-F
 If anyone came up to me and said the factory KTM’s that Searle, Rattray and Goncalves ride aren’t fast enough I’d immediately think they’re on a wind up or just plain stupid. Those things rip and that development has gone into the standard bike for sure. When I watch Tommy and Tyla in particular I cannot believe they don’t blow their bikes up within a few laps, they revs the arse end out of those things. I often think ‘for Christ sake, change gear!’ but the reality is they don’t have to the power is still there on tap. And that’s just about the size of it when it comes to the stocker. This thing goes like the proverbial shit off the shovel, they always have but now KTM have tweaked it quite considerably to offer better durability and performance. The motor has new camshafts giving the bike more power from the bottom. Then they’ve worked on the valves. Crammed in there are weight optimised finger followers, titanium vales with new springs and optimised valve guides. Now that may seem confusing so to make it simple, basically it means there’s less oscillating masses and that means more consistent power and durability.

The gearbox takes up a fair amount of punishment so KTM have strengthened 3rd and 4th gears and optimised the idler gear for the 3rd gear which, so they say gives the gearbox more durability. There’s a new carb too as there is on all the four-stroke SX-F range. The Keihin FCR MX has an accelerator pump and throttle position sensor and now comes with a cold start setting, which obviously does what it says on the tin. There’s no doubting the power is enough for anyone. Believe me, if you want more then you’re a rider who wouldn’t be buying bikes, you’d be getting paid to ride them! But what’s power without control? I found the 250F to be a little wishy-washy going into turns. To me the rear end seemed to skip about and the front end seemed a little soft, in fact the front end seemed too soft on all of the adult bikes. However it did get better with a few adjustments as the test went on. Of course I’d like to think that I still ride at a reasonable standard so for the club rider the forks may be about right but the rebound on the rear end was too aggressive for me. It hopped around under braking and it wasn’t exactly tracking like it should’ve under power either. Once you get past that and into the mid stroke though it grips and pulls like a bloody tractor! At low speeds or under braking though I wouldn’t say it’s the most inspiring bike I’ve ever ridden.

Engine type Single cylinder, 4-stroke
Displacement 248.6 cc
Bore x stroke 76 x 54.8 mm (2.99 x 2.16")
Compression ratio 12.8:1
Starter Kickstarter
Transmission 6 gears
Carburetor Keihin FCR MX 39
Control 4 V / DOHC with finger followers
Lubrication Pressure lubrication
Engine lubrication Motorex, SAE 10W50
Primary drive 22:68
Final drive 13:48
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan

Frame Central double-cradle-type 25CrMo4
Subframe Aluminium
Handlebar Renthal, Aluminium Ø 28/22 mm (1.10/0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP PDS shock absorber
Suspension travel front/rear 300 / 335 mm (11.81 / 13.19")
Brakes, front/rear Disc brakes 260 / 220 mm (10.24 / 8.66")
Rims, front/rear 1.60 x 21"; 2.15 x 19" Excel
Tires, front/rear 80/100-21"; 100/90-19"
Chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63.5°
Wheel base 1475 ± 10 mm (58.07 ± 0.39")
Ground clearance (unloaded) 380 mm (15")
Seat height 985 mm (38.78")
Tank capacity approx. 8 liters (2.11 gal)
Weight (no fuel) approx. 98 kg (216 lbs)

250 SX
 Now this was a bike I was looking forward to, the 250cc two-stroke is the bike I know best. I have to say this thing didn’t disappoint me one bit. It may other riders but not me. I think this is the bike that Gordon Crockard was striving for when he was a factory KTM rider but never really got. The 250 gained its reputation from that time as being a rocket. It still is but now it’s just very easy to ride. So easy to ride in fact I though I’d flattened the exhaust pipe somehow and had to look down and check once I got it on the gas. Obviously I hadn’t. The power was so linear, beautiful. Like I said not everyone’s cup of tea, but certainly mine. You can be smooth with the revs and then you still have that responsive power that only a two-stroke can offer. If you fancy it with a little more bite you can change the power though with KTM’s exhaust control. Basically, it comes with two springs, one soft – one hard, that controls the exhaust port so you can turn the power to soft or aggressive in conjunction with the ignition curve.

It’s brilliant. Obviously I rode the bike on the soft setting but when I got on the bike with the aggressive setting the difference was considerable. It gives this bike such variation. Class. The Brembo hydraulic clutch is awesome too because it’s impresses with a precise pressure point it’s like you’re clutching at thin air. Again I found the handling better on the two-stroke compared with the four-stroke but that’s just a weight thing I think – the bike I mean not me! I just found it much easier to put this thing where I wanted to. The gearbox was great too, I didn’t miss a shift all day and I never felt like I was going to. Having said that it was the same for all the bikes really and to be fair the spacing between gears seemed bang on and that’s not always the case with some other bikes. I’m not so sure if this bike could run with the might of the 450, like say the 150 could with the 250F, but nevertheless it has plenty of versatility and like the 150 does in the MX2 class this offers the club rider plenty.

Engine type Single cylinder, 2-stroke
Displacement 249 cc
Engine type Single cylinder, 2-stroke
Displacement 249 cc
Bore x stroke 66.4 x 72 mm (2.61 x 2.83")
Starter Kickstarter
Transmission 5 gears
Carburetor Keihin PWK 36 S AG
Control TVC power valve
Lubrication Mixture oil lubrication 1:60
Transmission oil Motorex, SAE 15W50
Primary drive 26:72
Final drive 13:48
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan

Frame Central double-cradle-type 25CrMo4
Subframe Aluminium
Handlebar Renthal, Aluminium Ø 28/22 mm (1.10/0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP PDS shock absorber
Suspension travel front/rear 300 / 335 mm (11.81 / 13.19")
Brakes, front/rear Disc brakes 260 / 220 mm (10.24 / 8.66")
Rims, front/rear 1.60 x 21"; 2.15 x 19" Excel
Tires, front/rear 80/100-21"; 110/90-19"
Chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63.5°
Wheel base 1475 ± 10 mm (58.07 ± 0.39")
Ground clearance (unloaded) 385 mm (15.16")
Seat height 985 mm (38.78")
Tank capacity approx. 8 liters (2.11 gal)
Weight (no fuel) approx. 95.4 kg (208 lbs)

450 SX-F
 By the simple fact that this rocket ship has an electric starter I have absolutely nothing but praise for it! I’m vertically challenged in the leg department and have therefore always struggled to start bikes really, especially when they’re bloody great big four-strokes with a hot engine. I was so happy that I started it and then stopped it immediately first time out just so I could do it again! What a saddo! Once I got going on this thing I started to wonder how KTM haven’t won more MX1 GP’s than they have but then I thought about it some more and realised it has very much been a bike under development, more so than the others 450’s it seems and then of course the riders on it were going up against Stefan Everts. Wonder how he would’ve got on with one of these under him? There’s no doubting, once again that the power is there. It truly felt like one of the fastest 450’s I’ve ever ridden and that alone was probably one of my biggest issues with it. It tired me out quite quickly but in the bikes defence I hadn’t ridden for sometime and after my full-on motos on the 125 and 150 (I just couldn’t help myself) I’d obviously shot my bolt so to speak. The power on the 450 is much smoother than the last time I rode a KTM 450 but there’s just still too much of it for me. Maybe it needs an extra gear? Straight line and over jumps it felt good and not too heavy but in low speed turns I really noticed that it felt harder to turn than say, the 2008 KX 450 which I’ve ridden the most. Again the forks felt soft but unlike the 250F the rear end seemed to track much better, maybe due to the extra weight, I don’t know but either way it was better and I felt more confident getting on the gas through turns on this than on the 250F. Maybe it’s the new settings in the shock, either way I just couldn’t do it for as long. My arms got tired pretty quickly. Like all the adult bikes the 450 comes with fully adjustable 48mm upside-down forks with a closed cartridge. They have new star shaped adjusters that come with completely new settings and hydro-stop.

The triple clamps come with an adjustable off set and are different colours, black for the two-strokes and orange for the four-strokes. One thing I’ve always liked about the KTM’s are their stopping power and the front bake on this bike is awesome, and it needs to be to stop this thing moving. It has a new floating two piston brake calliper and master cylinder with a smaller piston diameter making it stronger than ever before but without giving it that snatchy feel. The seat has new foam and is now 150 grams lighter. The new exhaust comes with the extra chamber (the HPRS – Header Pipe Resonator System, as KTM like to call it) and this reduces the noise to keep it in the noise guide lines. There’s new longer lasting engine cases on the 450 as there are with all models. The real work on the 450 has been made in the engine with two new camshafts with improved valve timing and lighter valve springs which give the 450 more power from the bottom to the cut off point on the limiter. More power?! It definitely helps to pull tall gears on the 450 and I’ve got to say that gearbox allows you to do that. The ergonomics felt good and the new flatter tank made shifting weight a little easier on all models while the air flow system direct into the airbox certainly made all the models I tested super sharp and responsive. None of the bikes felt fluffy or too lean at any time during the test.

Engine type Single cylinder, 4-stroke
Displacement 449.3 cc
Bore x stroke 97 x 60,8 mm (3.82 x 2.39")
Compression ratio 12.5:1
Starter E-Starter/12 V 4 Ah
Transmission 4 gears
Carburetor Keihin FCR-MX 41
Control 4 V / DOHC with finger followers
Lubrication Pressure lubrication
Engine lubrication Motorex, SAE 10W50
Primary drive 29:74
Final drive 14 : 52
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan

Frame Central double-cradle-type 25CrMo4
Subframe Aluminium
Handlebar Renthal, Aluminium Ø 28/22 mm
Front suspension WP-USD Ø 48 mm (1.89")
Rear suspension WP PDS shock absorber
Suspension travel front/rear 300 / 335 mm (11.81 / 13.19")
Brakes, front/rear Disc brakes 260 / 220 mm (10.24 / 8.66")
Rims, front/rear 1.6 x 21"; 2.15 x 19" Excel
Tires, front/rear 80/100-21"; 110/90-19"
Chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63,5°
Wheel base 1475 ± 10 mm (58.07 ± 0.38")
Ground clearance (unloaded) 380 mm (14.96")
Seat height 985 mm (38.78")
Tank capacity approx. 8 liters (2.11 gal)
Weight (no fuel) approx. 104.6 kg (230.6 lbs)

VERDICT
 Good. Really quite good. It seems like the big Orange freight train is showing no signs of slowing down. KTM put a lot of attention to detail into their bikes, like the SX-F range coming in a replica team graphic on top of all the other mods for this year. Then there’s the small things that make a big difference, for example the SX-F range come with aluminium skid plates and there’s a whole host of KTM extras like carbon pipe guards, steering dampers and even a big bore 280cc kit for the 250 SX. Basically the way I see it, no matter what level of rider you are and no matter what class you ride in KTM seem to have a bike that caters for everyone in the off road market and for that alone they should praised, particularly when all of those bikes are under constant development simultaneously. It’s clear that KTM put a lot of pride and passion into it, like I said it’s infectious. Fair play. I will say this much though, I don’t like orange or the shape of the plastics. Well there’s always got to be something to moan about hasn’t there? It’s the British way!

By Jeff Perrett
Images by Photographer: R. Schedl, G. Freeman, H. Mitterbauer (studio, detail)

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