15 FACTS YOU NEED TO KNOW ABOUT THE 2022-1/2 KTM 450SXF FACTORY EDITION

Don’t waste your time looking because the 2022-1/2 KTM Factory Editions share only the brakes and wheels with last year’s Factory Edition. It is new from the ground up—even the parts that don’t look different are totally new.

If ever there was a year to consider buying a KTM 450SXF Factory Edition, the 2022-1/2 model is one that stand out—chronologically. Why do we say this? Because not every Factory Edition is special. In fact, only four model years of Factory Editions have lived up to their billing. The best Factory Editions are the ones that are released in a year when KTM has planned to make major changes, like new frames, new engines or new suspension. Those years have been 2012, 2015, 2018 and now 2022. In the years when KTM isn’t coming out with serious model updates, a Factory Edition is nothing more than next year’s bike that has taken a stroll through the Power Parts warehouse.

Not so with the 2022-1/2 KTM 450SXF. This model is totally new, and the Factory Edition gives KTM loyalists a chance to own next year’s bike several months before the 2023 bikes hit the showroom floors. And, except for the Red Bull team graphics, orange seat cover and miscellaneous bling pieces these are next year’s 2023 KTMs.

But, before you get crazy with your kid’s college future, check out MXA’s “15 Things You Need to Know About the 2022-1/2 Factory Editions.”

(1) FRAME: The hydro-formed, laser-cut and robot-welded frame is expertly crafted. Constructed with specifically calculated parameters of longitudinal and torsional flex, the frame provides exceptional rider feedback, energy absorption and straight-line stability. The rotating mass of the frame and the forged steering head connection have been repositioned. Thanks to the new shock mounting, which is no longer connected to the frame’s backbone, square-edge bumps and kickers will no longer drive their energy up the backbone to the head tube. Plus, the new frame has an anti-squat component achieved by moving the countershaft down 3mm to lessen chain torque. Also, the wall thickness of the frame has been optimized to achieve improved reliability and rigidity in high-stress areas, such as the steering head and the shock mount. The parallel frame tubes improve the chassis’ flex characteristics and stability. The most noticeable design feature of the 2022-1/2 frame is that the backbone tube no longer extends all the way to the shock, reducing weight and maintaining longitudinal flex.

 Carbon plastic subframe with aluminum struts.

(2) POLYAMIDE REINFORCED ALUMINUM SUBFRAME: Using a polyamide subframe of carbon and plastic, reinforced by aluminum spars, the two-piece subframe reduces the weight of the subframe to 4 pounds. The lower subframe spars are made from aluminum extrusion profiles, guaranteeing robustness and reliability. The upper subframe is made from injection-molded polyamide, wrapped around aluminum struts to produce specific flex characteristics.

(3) SWINGARM: The new, hollow, die-cast aluminum swingarm is designed for optimal stiffness and reliability at the lowest possible weight. It offers increased rigidity. The new swingarm is equipped with a 22mm rear axle, down from 25mm, for better flex characteristics. Additionally, the chain guard and chain guide are a completely new design that is more durable, less susceptible to rocks or roots, and reduces dirt buildup around the swingarm and chain guard. As a bonus, the chain adjustment markings are now visible from above for simpler chain adjustment.

(4) WP XACT FORK: The 48mm air fork features a capsulated air spring in the left leg and oil damping in the right leg. Oil and air bypasses ports reduce pressure peaks, while the mid-valve damping provides exceptional feedback, thanks to a new Hydro-Stop bottoming system, trampoline valve shim stack, easy-to-adjust air pressure pre-load valve and clicker-controlled compression and rebound adjustments. Additionally, the air pump needed to adjust the fork’s air pressure is standard.

The CNC-machined, Factory Racing, orange-anodized, split triple clamps hold the forks in perfect alignment, with an optimally tuned steering stem stiffness and simple offset adjustment of 20mm or 22mm. In addition, new handlebar mounts offer increased grip on the handlebars for less chance of twisting, while they allow for either rubber or solid handlebar mounting. Additionally, the bar mounts can be tightened without having to remove the handlebars.

Shorter shock.

(5) WP XACT SHOCK: The 2023 shock design is lighter, thanks to a 20mm shorter overall length and 20mm shorter shock spring, although the suspension travel remains at 300mm. The new shock and frame geometry increase the ground clearance to keep the shock linkage from bottoming out.

No screwdrivers or wrenched needed to adjust the high-speed compression, low-speed compression or rebound on the Factory Edition shock. It’s all done by hand.

The high- and low-speed compression are adjustable by hand (no screwdriver or wrench necessary). There is a new preload adjuster that is sealed to reduce dirt contamination, while a new two-piece spring retainer allows for quick mounting without splitting the shock.

Note the different size holes in the shock piston.

Internally, the shock has a new sintered metal piston that features different size oil ports, laid out radially to push the shims open in a wave-like motion to reduce stiction and stress on the shims. The shock linkage is equipped with low-friction SKF linkage seals. Plus, the new WP XACT rear shock features pressure balance inside the shock to ensure consistent damping,

(6) FOOTPEGS: The newly designed footpegs offer a larger surface area to stand on while being less susceptible to hooking in deep ruts, takeoffs when scrubbing or track barriers. The result is better control of the bike in all conditions. This was achieved via a new mounting point integrated into the frame design. The footpeg shape maintains the same width inboard but extends farther outboard.

The brake pedal spring is no longer vertical. Let’s hope the angled spring doesn’t brake as often as the old one.

Additionally, there is a new rear brake pedal that the rear brake pedal spring attaches to at an angle that lessens the chance of the spring breaking. The height adjuster for the brake pedal is easier to access.

Two maps, launch control, traction control and Quick Shift are all in a more compact switch.

(7) MAP SWITCH: Designed for easy operation, the new map switch is much smaller but still offers access to launch control, the stock map, aggressive map and traction control. Map 1 is the standard mellow map for linear and predictable power, while Map 2 is the aggressive map for added throttle response and a crisper, more explosive power output. On the 2022-1/2 Factory Edition, Map 2 will focus more on improving midrange power and being distinctly different from Map 1.

Quick Shift (QS) enables clutch-less shifting that is incredibly fast.

(8) QUICK SHIFT: The new Quick Shift function is designed to make upshifting quicker and easier. The Quick Shift function interrupts the ignition for a fraction of a second to allow upshifting without the use of the clutch lever while the throttle is fully open. How does it do this? A sensor on the shift drum notices the upward force on the shift lever and sends a signal to the ECU to cut the ignition for a split second to reduce the load on the system to allow faster clutchless shifting. To prevent unintended shifts and false neutrals, the Quick Shift function is only active from second to fifth gear. Quick Shift can be turned on or off by pressing a button on the map switch and can be changed on the fly.

New start and kill button

(9) START/KILL SWITCH: KTM has developed a combination starter button and kill switch for the right side of the handlebar. This double-duty switch allows intuitive starting and stopping of the engine. KTM has also added a new rollover sensor (ROS) that kills the engine in case of an extreme crash, adding another level of safety. The new hour meter now comes with an integrated FI status LED and a fuel-level indicator.

The front wheel of the KTM 450SXF Factory Edition features cross-3 spokes.

(10) WHEELS: Black anodized, high-strength, alloy D.I.D. Dirt Star rims with laser-engraved logos are coupled to orange CNC-machined hubs, lightweight black spokes and orange anodized aluminum nipples. According to KTM, the spoke nipples have an new design to reduce the spokes’ chances of coming loose. Factory wheels are paired with Dunlop Geomax MX33 motocross tires. The front wheel features a cross-three spoke pattern to strengthen the wheel and provide a more forgiving feel.

(11) BODYWORK: The radiator shrouds and side panels have been redesigned to improve the rider triangle for better knee contact, especially in the standing position. The newly redesigned front fender is wider to provide more dirt deflection on the front half of the fender, while four 1-inch winglets on each side of the rear half of the fender (behind the forks) serve to widen the rear fender without cutting down on air flow to the radiators. This design concept cuts down on dirt, mud and water spray being thrown up towards the rider by the front wheel. On another positive note, the new forks guards wrap farther around the exposed fork legs to cut down on chrome dings.

What looks like handholds below the seat are really enlarged air vents designed to insure that airflow comes into the airbox from above.

The flat seat profile, combined with the race-proven Selle Dalla Valle high-grip seat cover, gives the riders more control in all conditions. The flat seat profile, combined with the race-proven Selle Dalla Valle high-grip seat cover, gives the riders more control in all conditions. On the side panels, an air intake vent, just above the airbox, looks like s a hand-hold for lifting the bike, but the lack of leverage makes that very difficult. It is really a centralized air intake designed after the KTM engineers found that on last year’s airbox was leaking air in from several separate places.

(12) ENGINE POSITION: The SOHC engine is the perfect example of advanced engineering, producing an engine that weighs only 59 pounds. Mass centralization on the Factory Edition was aided by the chassis engineers positioning the engine closer to the center of gravity by tilting the engine 2 degrees backwards. Additionally, the countershaft sprocket was moved 3mm lower to reduce chain torque on the chassis. With the benefits of mass centralization and reduced weight, the anti-squat behavior of the chassis was significantly improved. The 450SXF engines cases were also downsized so that the 250SXF and 450SXF engines could fit in the same frame.

If your engine ever looks like this pull over immediately.

(13) CYLINDER HEAD: The redesigned SOHC cylinder head is incredibly compact and lightweight, using a short profile with the camshaft located as close to the center of gravity as possible. Parallel head-stay mounts significantly improve handling and agility. A new magnesium valve cover reduces the number of mounting screws (only two needed), and a single oil spray jet guarantees efficient cooling while keeping weight low.

 

(14) PISTON AND CYLINDER: The lightweight aluminum cylinder features a 95mm bore with a bridged-box CP piston, which weighs only 327 grams. The piston features anodized annular grooves, adding durability and longer service intervals. The compression ratio has been increased from 13.75 to 14.1 for added peak performance.

(15) HYDRAULIC DIAPHRAGM CLUTCH: The clutch is the crown jewel of KTM’s creative design school. The clutch basket is a single piece of CNC-machined steel, with the primary gear machined in, that is very durable and compact. The main improvements are better clutch cooling from the pressure lubrication, reduced clutch fade in high-stress usage and longer life compared to traditional aluminum-basket clutches. The clutch basket has been redesigned and adapted for the new five-speed transmission.