The KTM 450SX-F is the flagship of the combined KTM/Husky/GasGas team. It tops the list of new technologies, upgrades and improvements, and all other bikes will change on this theme over time. The 2022 ½ 450SX-F Factory Edition is the first of a new generation of bikes, and this technology has now made its way into the 2023 KTM 450SX-F Standard Edition. This bike is the subject of a generation clone.
KTM and Husqvarnas have been on this platform for months now. Considered a budget brand in the league, GazGaz will make changes later. The changes are extensive, especially in the ledger chassis. Despite the new frame, KTM has retained the common frame geometry of the past. The wheelbase, steering column angle and weight deviation are not much different, but the frame stiffness and the location of the countershaft sprocket relative to the pendulum pivot have changed. The rear suspension has changed a lot, but the front fork is still a WP Xact air fork.
As for the motor, there is a new head and gearbox. Electronics also attracted attention. On the left, there’s a new steering wheel combo switch that offers two map options, traction control and Quickshift. On the other hand, there is a new start button that shares the body with the shutdown button. If you want to activate steering, press Quickshift and traction control at the same time. It will stay active for three minutes or until you step on the gas.
There’s new bodywork, but the overall riding position isn’t much different from what KTM folks are used to. Luckily, most bodies fit together more intuitively, making the bike easier to maneuver. Most fluid access points are labeled. It still has a side airbag. Some of the things that haven’t changed include diaphragm clutches, Brembo hydraulics, Neken handlebars, ODI grips, Excel rims and Dunlop tires.
Between the pro race results and early on-air testing, there were a lot of rumors about KTM’s new platform. Some riders expected it to be the strangest bike ever. No, it’s not. The 2023 KTM 450SX-F is still very similar to KTM in demeanor and personality. The reason for so many discussions is that this is what superfans do. They expect the performance change to be proportional to the number of new part numbers. No. However, there is a lot to be said.
First, the new bike is faster than the old one. It’s impressive because it’s already so fast. It still has the same power output, very smooth and linear. It has lower torque (up to 7000rpm) than most other 450s and also revs more (11,000+) before failing. Best of all, it has the widest powerband in its class. This has not changed, at least in the first map, it is represented by white light. The second card (bottom button with green light) has a higher hit rate. Strength comes later and stronger. You may remember that KTM released a Bluetooth app last year that offered more kart flexibility through smartphone connectivity. It’s still going on. There are currently issues with semiconductor availability that are delaying the inclusion of this feature even though it is standard equipment for the 2021 Factory Edition.
For the most part, the new chassis handles very similarly to the old one. It’s still a great bike in the corners and pretty stable in a straight line. However, this is more difficult. This is good for faster, looser tracks as the 450SX-F is stronger and has a straighter track than the old model. On a busy track, you may not notice much of an advantage, but you will feel that the new frame sends more feedback directly to the rider’s arms and legs. Remember when Anthony Cairoli came to America for the first round of the 2022 Lucas Oil Pro Motocross Series? He rode a 2023 production bike and wanted it to be stiffer. We assume that most of the input to this change came directly from the GP series, where the track is faster and the sand sometimes deeper. The American test riders probably thought they would be fine on the Supercross track. Both are true, but with more emphasis on suspension tuning. Suspension has never been KTM’s forte, at least not in motocross. The shortcomings of the Xact air forks are now more clearly illustrated by the new chassis. It is highly adjustable and very light. Performs well on big hits and medium rollers. It’s not particularly good on small stamps and square edges, but you’ll feel better with the new frame. This is more of a comfort issue than a performance barrier.
At the back, you get a lot of the same feedback. Also, if you’re a KTM enthusiast, you’ll notice that the new chassis squats less under acceleration. The countershaft sprocket is slightly lower in relation to the swingarm pivot, so there is less rear load distribution when exiting corners. The good news is that this makes the steering geometry more stable in corners, resulting in more stability. Are these the main processing issues? Not at all, it’s just noticeable when riding new KTMs and old KTMs up close.
Another difference between the new bike and the old one is the weight. The 2022 KTM 450SX-F is very light at 223 pounds without fuel. Now it is 229 pounds. The good news is that this is still the second lightest bike in its class. The lightest is based on last year’s GasGas from KTM.
There is a lot to love about this bike. The new Quickshift feature works as advertised, making upshifts smoother without the clutch, shutting down the engine in a fraction of a second. If the concept of a switch attached to the shift lever makes you nervous, you can disable this feature. We still love the brakes, the clutch and most of the details. If you liked the previous KTM 450SX-F, you’ll love this one too. If you really like your previous KTM, you may have trouble trying to make the new bike look like the old one. It takes time. Unlike bikes, coping with change can be tricky. Remember, without change there is no progress.