2009 KTM 450SXF: Suspension Settings, Jetting Specs, Likes & Dislikes, Plus Much More
INSIDE MXA’S 2009 KTM 450SXF TEST
KTM is a major player in the motorcycle world. They may have started out as a spin-off from Penton, but 35 years later they have built on the offroad dominance that John Penton handed them 40 years ago. Today, KTM owns the offroad, enduro, WORCS, GNCC and cross-country world. They also control the FIM World Motocross Championships and have built a winning 250cc MotoGP bike. In the last five years they have expanded into street bikes, and in 2009 will introduce a 1148cc Superbike. Their race teams have become major players on the AMA motocross and Supercross circuit.
All of their success on the world’s professional racing stages is important to KTM, but what they would really like is to be accepted by rank-and-file American motocrossers. They just want a little respect. And that is what the 2009 KTM 450SXF hopes to do.
Here is what the MXA wrecking thought of the latest from Austria.
Q: IS IT POSSIBLE THAT KTM COULD BE LOSING MONEY ON EVERY BIKE IT SELLS?
A: Yes, it is possible. The euro is legal tender in 26 European countries. It plays an important role in the overall cost of exported European products and the profit margins of European companies. When the euro was first introduced in 1999 it was exchanged at one Euro per one U.S. dollar (and was once as low as 82 cents per dollar). The price of foreign currency in relationship to U.S. currency is known as the foreign exchange rate. It simply tells you how many American dollars it costs to purchase a unit of foreign currency. Recently, who the 2009 KTM 450SXF was in the production stage, the Euro has traded above the dollar at $1.55 U.S. dollars per Euro. What does this mean to KTM? When KTM builds a bike in Austria, they pay for it in euros, but when they sell it in the USA, they get paid in dollars. Unfortunately, it takes three U.S. dollars to buy two euros?thus, KTM has to raise the price of their bikes in order to not lose 33 percent on each transaction.
The realities of international business will not allow KTM to raise its prices by 33 percent. If they did, they would have to set the base price for a KTM 450SXF at close to $10,000. A price that high would mean a tenfold decrease in sales…especially in comparison to their Japanese competitors who deal in the dollar-versus-yen currency exchange. As a result, KTM has to eat the costs and price the bikes as competitively as possible. While also hoping that the foreign exchange rate swings back in favor of the U.S. dollar soon.
As is, the 2009 KTM 450SXF has a suggested retail price of $7998. It may sound steep, but at that price it is possible that KTM loses money on every bike they sell.
Q: WHAT’S NEW ON THE KTM 450SXF ENGINE?
A: Here is a list of the changes made to the 450SXF engine.
Piston. The piston is ten grams lighter than last year.
Head stay. The engine head stay is now a lot less rigid. It does not triangulate to the mounts on the upper frame tube and is similar in design to the head stays on the two-strokes.
Valve train. KTM’s creative finger follower valve actuators are incredibly high-tech, and for 2009, the followers have been put on a diet and the single-rate beehive valve springs have been swapped for stiffer dual springs.
Ports. The intake and exhaust ports have been altered in shape (and there are new intake and exhaust manifolds).
Water pump. A new water pump seal has been installed to increase reliability.
Electric starter. MXA has only had an occasional problem with KTM’s electric starter, and all of those have been related to loose wiring. KTM sends two batteries with the 450SXF; a three-amp summer battery and a four-amp winter battery. The electric starter adds eight pounds, but in the majority of situations the advantages outweigh the negatives of the extra baggage. There is even two-pound lighter Ni-Cad-style battery available (it is very expensive).
Q: IS THE 2009 450SXF FASTER THAN THE 2008 450SXF?
Q: HOW GOOD IS THE 2009 KTM 450SXF’S POWERBAND?
A: We like this engine. KTM has produced a usable powerband that has three major charms:
(1) It is not scary to use. Although the 450SXF is fast and powerful, it doesn’t feel like it because it starts off mellow and builds its intensity as it goes.
(2) The 2009 KTM 450SXF revs forever. In truth, it doesn’t rev forever, it just revs at a metered pace so that it produces maximized pulling power around the 9000 rpm peak (although the rev limiter doesn’t kick in until 11,200 rpm).
(3) At 53.9 horsepower and 34.3 foot-pounds of torque, the KTM can claim the most top-end power. The most over-rev. The highest rev limiter. And the longest pull.
Q: WHAT DON’T WE LIKE ABOUT THE 450SXF POWERPLANT’S LAYOUT?
A: The gearbox. Gearing on the four-speed tranny is an issue. For tight tracks the gearing is too tall, and for a faster track, where the tall gearing is easier to use, the gaps between second, third and fourth are too large.
On the track, first gear feels like second gear. When you combine that initial tall gear ratio with the broadness of the KTM’s powerband (remember this bike produces a linear-style of power that seems almost endless), you find yourself racing around a large portion of the track in one gear. There is nothing wrong with that, except that in tricky situations you can easily find the engine lugging in third or over-revving in second.
We spent some time during this test on a five-speed KTM 450XC-F. It was a revelation! There was a gear for every occasion. The five-speed tranny magnified the broad KTM power and offered speed solutions that weren’t available on the four-speed SXF model.No doubt, the four-speed is easier to ride, but the five-speed was easier to ride fast.
Q: IS AN ELECTRIC STARTER NECESSARY?
A: If a bike doesn’t have electric starting, you don’t miss it. But once you get used to sitting on the starting line without fear that you’ll have to push your bike while your friend holds his hand up, you don’t want to live without it. It is a plus. A very big plus (and there are lots of professional motocross racers who could have saved a bad finish if they had the magic button).
Q: HOW IS THE JETTING?
A: We didn’t have to change any jets on the 2009 KTM 450SXF, but we did have accelerator pump timing issues. MXA’s recommended jetting is as follows:
Main: 182
Pilot: 40
Needle: OBDTP
Clip position: Fourth from top
Fuel screw: 1-3/4 turns (1-1/2 turns stock)
Notes: We had a cough at low rpm that we couldn’t iron out with the fuel screw or needle. We set the accelerator pump adjustment screw exactly one turn out from contact with the pump cam. That fixed it.
Q: WHAT’S NEW ON THE WP FORKS?
(1) Springs. The forks have been stiffened up with new bottoming cones and stiffer fork springs (from last year’s 0.48 to 0.50). By making the forks stiffer, KTM was able to make them feel softer. The stiffer springs allowed for different damping, flexier fork legs, reduced stiction, shorter bottoming cones and less binding. The result is noticeable.
(2) Flex. WP found a new supplier for its upper fork stanchions. The new tubes, no longer black anodized, are thinner, lighter and tapered to feed more flex into the front end under loads. Additionally, the Japanese-sourced chrome fork legs have thinner walls for more flex.
(3) Triple clamps. Although unchanged from last year in dimensions, the KTM clamps still offer multiple bar mounts and adjustable offset (18mm or 20mm). So what’s new? Black anodizing.
Q: WHAT WERE OUR BEST FORK SETTINGS?
A: For hardcore racing we recommend this fork setup on the 2009 KTM 450SXF:
Spring rate: 0.50 kg/mm
Oil height: 390cc stock
Compression: 18 clicks out
Rebound: 21 clicks out
Fork leg height: 5mm up
Note: In the past KTM has claimed to have reduced stiction, but we could never feel it. For 2009 we believe their claims, because the forks are much more supple than previous WP offerings.
Q: WHAT’S NEW ON THE WP SHOCK?
A: If you were expecting a rising rate linkage, you will have to wait for the Easter Bunny (and it won’t be coming in 2010 either). Here is a list of the changes KTM made to the rear suspension:
(1) Shock spring. Last year KTM had outfitted the 450SXF with a 6.9 kg/mm spring (and the MXA wrecking crew recommended going up to the next stiffest spring). For 2009, KTM has spec’ed the 450SXF with the 7.2 kg/mm spring that it needs.
(2) PDS system. It’s no secret that the MXA wrecking crew doesn’t have much faith in the dual-piston WP PDS shock. We think that the rising rate of the KTM’s shock layout does not need the extra damping assistance of a secondary damping piston. KTM disagrees, but they have steadily been downplaying the effects of the second piston over the years. For 2009 the needle that activates the second piston comes in much later in the stroke and has been increased in diameter from 11.5mm to a 14mm poker (it was originally an 8mm needle when the system was first introduced). For 2009 the second piston comes into play largely as an anti-bottoming device.
Q: WHAT WAS OUR BEST SHOCK SETTING?
A: For hardcore racing we recommend this shock setup for the 2009 KTM 450SXF:
Spring rate: 7.6 kg/mm (7.2 stock)
Race sag: 110mm
Hi-compression: 1-1/4 turns out
Lo-compression: 15 clicks out
Rebound: 24 clicks out
Notes: When you turn KTM’s preload adjuster ring, do not hit it with a punch and a hammer. Instead, pry on it with a long screwdriver, using the steel frame as a fulcrum. Hitting it will deform the soft aluminum preload ring. We prefer a stiffer shock spring for anyone over 175 pounds.
Q: IS THE SUSPENSION BETTER THAN LAST YEAR?
A: Yes and maybe.
Forks: The forks are lightyears better than all previous WP attempts. The dreaded midstroke harshness that used to jar the fillings out of test riders’ molars is gone. Good forks; maybe a little soft for fast guys, but really tuneable for the vast majority of KTM riders.
Shock: We had shock troubles. Even with the 7.2 shock spring we had trouble getting the race sag where we wanted it (110mm). We suspected a nitrogen leak and had to switch to a second shock. That shock was better than previous WP shocks, but still not on the same level as the Yamaha YZ450F rear suspension. The 7.6 spring made life a lot better.
Q: HOW LOUD IS THE STOCK MUFFLER?
A: Of all the stock mufflers we have tested, the KTM is the quietest. It tested as 95.4dB (which under FIM’s weirdly configured sound test policies would pass as a 94 decibel muffler). You can’t say enough about a bike that is the quietest and the most powerful. That is a major coup.
Q: WHAT DID WE HATE?
A: The hate list:
(1) Seat height. The KTM 450SXF is too tall. The seat is not plush (and the edges of the seat wear out in short order, causing fraying on the lower edge).
(2) Lifting. There is no place to grab the KTM 450SXF, save for the hot exhaust or flexy fender. Dick’s Racing makes an aluminum handle that works well. Most MXA test rider take and X-Acto knife and cut the right sidepanel away to clear a portion of the subframe so that it can be used as a hand hold.
(3) Hot start lever. The plastic hot start lever is prone to damage.
(4) Tires. KTM specs their bikes with a very old-school Bridgestone M59/M70 tire combo. These are good sneakers, but not great ones.
(5) Front brake. Most MXA test riders preferred last year’s incredibly powerful front brake. The 2009 brake has been mellowed with the addition of longer brake pads and small master cylinder pistons. It is a better front brake for the average rider, but we will miss the works-style power of the older model.
(6) Graphics. What’s with the cartoons hidden in the radiator wing graphics? There is a freestyle ramp, a 30-second board and a bunch of other juvenile graffiti mixed into a jumbled motif. Next year, let’s try to go classy.
Q: WHAT DID WE LIKE?
A: The like list:
(1) Handling. The KTM 450SXF corners like a caged tiger. There is none of the old-school understeer that used to define Austrian race bikes.
(2) Fork guards. KTM’s wraparound fork guards are the most protective in the sport.
(3) Plastic frame guards. KTM’s frame guards protect the frame from scratches and include a burn guard for the mid-pipe. The burn guard melted on our bike, but we never got a hot foot.
(4) Compression adjusters. The new dials on top of the forks are easier to turn.
(5) Triple clamps. The adjustable offset triple clamps are now anodized black, while the fork stanchions are no longer black. It is a lighter and more professional look.
(5) Powereband. Absolutely the best powerband (and the most power) of any 450 on the track. It manages to be both mellow and manic (at the same time).
Q: WHAT DO WE REALLY THINK?
A: This bike is a shock away from being great. It is so close. How do we know? We replaced the stock WP shock with Ohlins, MX-Tech shock and Showa Works shocks and the bike was night-and-day better with each shock.
Comments are closed.