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2013 KTM SX-F’s…Tested!!

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Sat with my fellow UK test riders on the backseat of the minibus on the way back to the airport, like a gang of delinquents, I was doing some thinking (like I always do when travelling, it’s my ideal thought time and when my mind is most proactive). In between thinking ‘if this driver doesn’t stop soon I’m going to have to urinate in Dave Willett’s ruck sack’ a whole manner of stuff raced through my head in it’s usual diverse fashion.

One thought I do remember thinking to myself was this; ‘can a stock bike ever get so good it literally can’t get any better for the average rider?’ The answer to which I quickly concluded is no, firstly because life is driven by evolution and secondly my bladder was now at breaking point like an over filled balloon and I had to concentrate on not putting myself in a position of extreme embarrassment, the likes of which I’d never live down!

By the paragraph above you’ve probably already worked out that the 2013 KTM range is good and my bladder is weak. KTM have stepped it up again for 2013 and there’s a reason for that – the other manufactures are closing the gap on the standard KTM have set in winning motocross races and selling bikes. I’m not speculating at that, that’s exactly what we were all told at the briefing on the new bikes in Italy last week, the Austrian manufacture are aware the others are closing in and want to stay on top. It’s hardly a surprise; if you look closely you can see how much work the likes of Honda and Kawasaki in particular have been putting into their racing and development.  Take the weekend just gone, the World championship was dominated by Kawasaki winning all four motos and they won two more in the US nationals, Suzuki and James Stewart won the other two. KTM have got used to winning and dominating and so has everyone else. As much the others will take great satisfaction in taking wins from them, it will hurt KTM just like it would anyone else.

They have the capability to make changes and upgrades to their bikes and put those changes into production faster than the Japanese and that’s been one of their strengths. The last couple of years their focus has been on the 350SX-F and while they produced a stunning bike it also gave the others the opportunity to close in on them with the 250 and 450 fourstroke  machines. No wonder then that these are the two bikes that KTM have turned their attention to for 2013 and the proof is in the pudding (talking of which was great both nights we ate in Italy!)

So, let’s get down to business. I’ll start off by explaining the best I can, the performance of each SX-F bike and then we’ll get into the technical improvements. Let’s kick off with the 450SX-F.

450SX-F (£6895 – available in July)

On track…

This is the bike that KTM hope will conquer America. Their intent is clear with the acquisition of Roger DeCoster and Ryan Dungey and these two have played an integral part in it’s development, just like Stefan Everts did with the revolutionary 350SX-F. I can tell you right here and now, it’s very much a different animal than it was before. For starters it’s 2KG lighter (even with the optional kickstart) and my giddy aunt doesn’t it make a difference! The KTM motor was always quick but the trade off seemed to be that it was ‘a big bike’ to match the power. The previous model wasn’t as manoeuvrable as its rivals but now this new one is so much easier to put where you want it on the track, most notably in the air. The 2KG loss really shows up here because KTM have also worked hard on reducing the oscillating masses.

The 2012 model in comparison with its rivals wasn’t as easy to get into a turn, the weight always seemed to want to push the rider wide. I guess that’s basic physics when you think about it, more weight is harder to stop, G forces and all that. Well now this bike doesn’t have that black mark against it. It’s much easier to ride and with the improved ergonomics on the entire KTM SX and SX-F range (well get to that later) it really is a much improved motorcycle in that department. It’s shed some weight and is undoubtedly much more efficient for it, something Dawn French can to relate to of late!

The power delivery is better too. It’s still a rocket but one that you can at least control a little easier. Again that’s down to host of changes to the motor that collectively work together to give a much smoother power delivery that tops out at 60BHP. When you’re on full tap it doesn’t really feel like it because you’ve got there so smoothly – unlike before when the KTM 450 wanted to rip your arms out of your sockets like a fat Redneck diving into their first whole chicken at an all you can eat diner.

With the improved power delivery and lighter weight it’s much easier coming out of the turns as well as getting in them. There’s no apparent hard hit of power, you just roll it on (you really don’t need to use or abuse the clutch – you’ll only be slowing yourself down if you do!) click through the smooth gears (no problems there too) and before you know it you’re already braking into the next corner. As with all the new EFI bikes it’s stupidly responsive with no sign of bogging but it’s now it’s sharper than a Turkish barber’s blade with the improved EFI system KTM have fitted and I just can’t see how any club racer (or pro for that matter) can ever have issues with throttle to wheel response ever again. If you feel you are losing milliseconds then I suggest you look at your choice of lines, technique or fitness.

What’s changed inside the engine…

Cylinder Head

The design of the cylinder head is based on the 450 EXC engine, but features newly developed ports, combustion chamber and valve train. The lightweight titanium valves and the new, extremely lightweight design of the rocker arms (intake rocker arm is sliding on a DLC coated contact directly on the new cam shaft) allow for the rpm limit of 11,500rpm and a high power output of 60 hp.

– New weight optimised exhaust rocker arms (intake DLC coated slide contact)» low oscillating mass for high rpm

– Stiffer rocker arm axles with integrated oil jet for lubricating the intake cam » safe valve activation

– Titanium intake and exhaust valves » minimum masses for high rpm

– New ultra light valve springs and retainers » precise valve timing

– New weight optimised camshaft with optimised timing » wide power band, high performance

– New ports and combustion chamber » maximum gas flow and ideal combustion for max power output

Engine Cases

Compared to MY 2012 the new 450 cc engine is much more compact and is fitted with engine cases produced in die cast instead of sand cast. This allows a thinner wall thickness and means a massive weight reduction of more than 2.5 kilogram!

– Engine cases produced in die cast instead of sand cast » reduced weight, better finish of the surface

– New high-strength alloy material » more ductility and protection against damage

– Much more compact dimensions » increased ground clearance

Piston and Cylinder

In the 95mm bore of the cylinder (predecessor 97mm) a new, weight optimised König piston with a stiff box-in-box design provides a compression ratio of 12.6:1.

– New lightweight forged König piston with stiff box-in-box design and new compression ring and oil control ring » state-of-the-art engine design for high performance

– Cylinder with 95mm bore and mechanical chain tensioner » proven lightweight and reliable solution

Crankshaft

The lightweight PANKL crank shaft with a stroke of 63.4 mm (predecessor 60.8 mm)is fitted with a Pankl connecting rod featuring a pressure lubricated plain bearing (no more needle bearing), which allows a high rpm limiter and doubles the maintenance intervals.

– New Pankl conrod with plain bearing with pressure lubrication » allows a high rpm limiter to 11,500/min and guarantees minimal maintenance.

– Reduced crank shaft inertia » more spontaneous power delivery and easier handling.

Counter Balance Shaft

The new 450 SX-F engine is fitted with a laterally mounted counter balancer, which at the same time drives the water pump. This solution allows a very compact and lightweight engine design.

– Laterally mounted counter balance shaft » efficient reduction of vibrations.

– Counter balancer works as a multifunctional shaft driving the water pump » lightweight and compact engine design.

Starter

The 450 SX-F is fitted with a reliable and lightweight electric starter. This is an outstanding feature and means a major advantage especially when restarting after a crash, even though this solution means higher weight compared to a pure kickstart engine. For those who want to reduce the weight to a minimum the 450 SX-F allows the electric start to be replaced with a kickstarter.

DDS Clutch

The DDS (Damped Diaphragm Steel) one-piece clutch basket combined with the primary gear is made of high-strength steel. It guarantees unbeatable reliability and contributes to the narrow engine size due to its compact rivet-less design. Additionally, it allows the use of thin steel linings, which makes the whole clutch package compact.

A diaphragm spring makes it possible to implement an additional rubber damping system, guaranteeing reliability for the transmission and good traction. The hydraulic clutch by Brembo in conjunction with the diaphragm spring guarantees a very light operation and good controllable modulation of the clutch.

Transmission

A new 4-speed transmission was developed to perfectly suit the 450 cc power plant and provides easy and precise shifting.

– New 4-speed transmission » perfectly designed to fit the wide power band of the new 450 cc engine

Alternator

A new 65 Watt alternator secures the energy needed to run the electronic fuel injection safely and charge the battery.

– New lightweight SX-EFI alternator with 65 Watt » safe energy supply

250SX-F (£6445 – available in August)

On track…

Well, it different compared to the 2102 model that’s for sure. Cutting straight to the chase, KTM have dominated this class here in Europe at the World championships. They’ve always produced rocketships in this category, up until maybe last year where they made a conscious attempt to make a more user friendly bike and spread the power more evenly. For 2013 they’ve gone back to what they do best. This bike is fast, no question but you have to ride it more aggressively to reap the rewards of the all new singing and dancing engine. For me and how I ride it’s not as well suited a bike with more mid to bottom torque but if you like to hang it out and rev a 250 then this will be a great weapon of choice. It churns out 5BHP more than last year and is half a kilo lighter and like the all new 450 you can definitely notice it.

It’s smooth off the bottom but with no immense torque where you think ‘s**t, that’s quick’ so in that respect this could be the perfect bike for the average Joe because it only really lights up when you get in the mid to top power range. This is where you can hold a gear (where maybe on last year’s bike you were better off changing up) and let it have it. Trust me it’s fun when you do. The power is on tap at the top, this thing was ripping up the steeper hills on the hard pack circuit.

On the handling front it also felt an improved bike. The stiffer fork springs have helped the bike into corners as the bike feels more level going in and because of that you don’t get such a sense that the rear is going to hit a braking bump and kick you in the ass like mule. It gives you more confidence going into t turn and tracking a rut.

What’s changed inside the engine…

Cylinder head

The basic design of the new DOHC cylinder head with four titanium valves, two camshafts and finger followers follows the same design philosophy as the successful 350 SX-F but internally it is designed for the 250 engine without any compromise. Compared to the predecessor the new 250 SX-F has larger ports, an optimised combustion chamber, larger intake valves and new camshafts guaranteeing a significant power increase of + 5 hp.

– New state-of-the-art design » maximum power output

– Larger intake and outlet ports » better gas flow

– Larger intake valves (30.9 > 32.5 mm, exhaust 26.5 mm)

– New cam shafts and new timing » better performance, improved power band

– Newly design water jacket » improved cooling

Engine cases

The new 250 SX-F is now fitted with completely new engine cases produced in high pressure die cast instead of sand cast. This is a precise casting method for thinner wall thickness. This means a massive weight reduction together with the elimination of the kickstart casting.

– New design of the engine cases, high pressure die cast instead of sand cast » reduced weight, better finish of the surface

– Elimination of the kickstart casting » weight reduction

– New high-strength alloy material » more ductility and protection against damage

Cylinder and piston

The newly designed cylinder carries a extremely lightweight box-in-box piston with a 2 mm larger diameter compared to MY 2012 (76 >78 mm), which allows higher rpm and gives space for larger valves due to the larger bore.

– New cylinder design and larger bore » gives space for large valves

– New forged box-in-box piston » reduced weight for low vibrations, high rpm range and best durability

Crakshaft

The completely new crank shaft has a 2.5 mm shorter stroke and carries less inertia for more spontaneous power delivery. Like all the KTM factory bikes the crank shaft is fitted with a Pankl connecting rod featuring a plain bearing (no more needle bearing), which allows higher rpm and less maintenance.

– Shorter stroke » higher rpm range

– Reduced inertia » more spontaneous power delivery

– New Pankl conrod with plain bearing » allows high rpm range up to 14,000 min, guarantees reduced maintenance (crank shaft service every 100 hours instead of 50)

Counter Balance shaft

The new 250cc engine is now fitted with a laterally mounted counter balance shaft, which at the same time drives the water pump and timing chain. This solution allows a very compact and lightweight engine design.

– Counter balance shaft for 250 SX-F » efficient reduction of vibrations

– Counter balancer works as a multifunctional shaft driving water pump and timing chain » lightweight and compact engine design

Starter

Like all factory bikes the 250 SX-F is fitted with a reliable and lightweight electric starter. This is an outstanding feature and means a major advantage especially when restarting after a crash, even though this solution means higher weight compared to a pure kickstart engine. For maximal weight reduction the new engine no longer gives the option of mounting a kickstarter. As proven by the KTM factory riders the advantage of the electric start is much more important than the weight penalty.

– Electric start only, no kickstart option » weight reduction

Clutch

The new 250cc engine is fitted with the same clutch as the 350 SX-F featuring a lightweight, one piece CNC machined basket made of steel, which allows the use of thin steel linings for maximum compactness. The Brembo hydraulic system provides easy and precise modulation.

– New steel clutch basket combined with the primary gear » highest strength and reliability

– New thinner steel linings » narrower engine dimensions

Transmission

The new 6-speed gear box is adapted to the new engine design and provides the same final gear ratios as the predecessor.

– Newly designed 6-speed gear box » precise shifting

350SX-F (£6645 – available in August)

On track…

Like the 250SX-F, it’s faster with 4BHP more than the 2012 model. What effectively has happened is that the 450 and 350 have become closer to each other. While the 450 has become easier to ride due to it leaning up the 350 still have all the razz to throw it around like 250 but now just packs more of punch. So in the big bike class it gives you, the punter, a nice problem to have. Which bike do you choose – a 450 or 350SX-F? It’s almost like they’ve meet in the middle at 400! If you’re an aggressive so and so out on the track then the 350 now has the minerals to please you more. If you like to use the torque of the motor then the 450 is the weapon to have because at least now you can throw it about a bit more and it doesn’t feel like you’re trying to jump a tank.

The 350 is a beaut! Thinking back when KTM launched it I remember Stefan Everts grinning like a Cheshire cat all through the launch, he must have a smile like the Joker on this one. It is such a fun bike to ride. You can still scream the nuts off it and the power is there, certainly enough for anyone other than a top pro or you can shift a gear higher and use the fast but not frightening torque. So in that respect, it certainly caters for all level of riders in the MX1 class. Don’t get me wrong, the 450 is some piece of kit and a much improved bike. If you’re of expert standard you should have the upper hand on a 450SX-F over a competitor on a 350SX-F because it obviously has more grunt and if you use that correctly you’ll have the 350 covered, but as I said, there isn’t much in it and the two bikes have come closer to each other.

It feels good too. KTM have stuck with the steel chassis but made more refinements and with the changes to the suspension and ergonomics it has an even lighter and nimble feel. With all the bikes I never felt at any time that they are unbalanced and I had that sew-saw effect going on with the suspension. I really think the new WP forks are a significant improvement and must take equal credit with the motor and chassis work in making all the bikes an even better package.

Summary

All the 2013 KTM SX-F range have received major updates (below) and they all contributed to me asking myself the question I posed at the start. Or course, it’s evolution baby! KTM have once again taken a good old John Cleese Minstry of silly walk style stride in their evolution with the 2013 range. It’s a clear shot across the bows to the others to let them know, not only how serious they are in trying to hold onto the domination of the European MX scene they’ve earned by working hard to wrestle from the Japanese manufactures but also they mean serious, serious business as they wage war on American soil. Seems like the gloves are off more than ever before, the result of which, is our benefit as the bench mark gets higher and higher and KTM have raised the bar first for 2013. It’ll be interesting to see who the others counter attack.

New engine management system for all SX-F models

For 2013 the Keihin EMS was radically reworked. A new throttle body features a bore of 44 instead of 42mm for higher airflow. Together with an improved injector and a new injector position (spraying upwards) the new EMS contributes a lot to the massive power increase. A new throttle position sensor (TPS) is more resistant against water and is protected by a plastic guard. The wiring harness is further improved with longer lead wire and critical connectors are now protected via rubber caps. The small in-line screen is now positioned in the quick-change fuel line connector for easier access. The idle adjuster is now isolated from the cold start button and located in the back of the throttle body.

– Newly developed throttle body with a diameter of 44 instead of 42mm » higher gas flow for better performance

– New injector with better spray pattern, new injector position » improved spray for better performance

– New throttle position sensor (TPS), additional protector » more safety against water and stones, better reliability

– New rubber caps for several connectors » better protection against high-pressure power cleaner

– New position of the micro screen in the quick-change fuel line connector » easy access for regular control and exchange of the screen

Chassis and Ergonomic changes for 2013

Swingarm

Aluminium cast swing arm provides perfect stability at minimum weight. For MY2013 the swing arm is reinforced and now allows the mounting of a larger rear axle to work together with the new frame concept for improved riding stability.

– Reinforced swing arm in the rear part of the arms » improved stability and safety

– Larger rear axle (from 20 to 25 mm) » higher strength and track stability

– Linkage with reworked bolts and nuts » weight reduction

Rear shock

The linkage rear suspension with WP shock absorber was reworked for MY2013 for all models. Beside some weight reductions of bolts, bearing cups and washers of the linkage system the settings of the shocks have been completely updated. In addition the 350 SX-F is fitted with a harder spring. Of course it is KTM standard to allow individual clicker adjustment (rebound and high/low speed compression damping) for any kind of rider and race track.

– Settings updated for all models » improved overall balance and traction, higher bottoming reserves with increased comfort in small bumps

– Harder spring for 350 SX-F » improved balance of the bike

Front forks

The further improved 48 mm WP closed cartridge Upside-Down fork shines with completely reworked settings for all models and harder springs for 250 and 450 SX-F. A newly developed fork oil provides reduced friction and improved durability for more constant damping characteristics during its entire life cycle.

– New, slightly stiffer settings for all models » better fork characteristics on fast, bumpy tracks and for cornering

– Harder springs for 250 and 450 SX-F » improved balance, higher reserves

– Newly developed, high performance fork oil (SAE 5 > SAE 4)» reduced friction, better durability

– New seal rings SKF with optimised material, colour changes from green to red » reduced friction, improved sensitivity

Frame

Modern and lightweight frame design made of chromoly steel provides optimal mix of stiffness and flexibility for maximum track stability, easy handling and precise cornering.

– New 4-stroke frames with additional reinforcement in the steering head area » higher torsional stiffness for better track stability

– The cradle tubes around the engines of the 4-stroke frames are made of thinner profiles » weight reduction

– Newly designed head stays (connection between cylinder head and frame) for all 4-strokes » improved handling and more precise cornering

– New frame colour » better appearance

Bodywork

After just two years the bodywork is completely reworked to further improve the bike ergonomics and indicate clearly, that model year 2013 means a new generation for KTM SX.

– New front fender with new mounting system » up to 50% better stability

– New front start number plate » fits perfectly to the new fender

– New modern spoiler design produced in 2-component process (orange/black plastic in one mould)» improved ergonomics provide a slim feel, good contact with the bike and avoids hooking in with the boots

– New airbox covers produced in 2-component process(orange/black plastic in one mould)» provide additional space for the filter, additional (optional) mounting point for external fasteners

Fuel tank

The 7.5 litre fuel tanks have been reworked for 2013 to match the shape of the new rad scoops for improved ergonomics. In addition they feature a new inner screw-type fuel cap.

– 4-strokes with new routing of fuel pump and hoses » 4-stroke SX tanks are compatible with EXC tanks (larger volume for long distance races)

– New inner screw-type fuel cap » follows the SX style, easier to handle

– Micro screen (fuel filter) located in-line in the quick release » easy access for easier servicing

Triple clamps

Further developed CNC machined triple clamps improve the bike´s stability and provide improved fork clamping, supporting the fork action due to reduced friction and better bending characteristics. In addition the lower clamp features a weight reduction of 80g due to the reworked design. The front fender is attached by two screws on the bottom and two in the front.

– Reworked triple clamps » better stability, weight reduction, improved fork clamping for reduced friction

– New front fender attachment » improved fender stability

Airbox

Newly designed airbox and cover provides more space for the TWIN AIR filter. New intake snorkels for all 4-stroke models allow for better airflow and higher performance. The exchange of the airfilter is possible without any tools in just a few seconds. The airbox cover features standard clips to be fixed, optionally it can be secured by an additional screw.

– New airbox design provides more space for the airfilter » better airflow, reduced dirt to filter

– Newly designed airbox cover » more space to filter, optional fixing with screw

– Newly designed and stiffer intake snorkels » improved performance

Wheels

High strength EXCEL rims, CNC machined hubs and new spokes coated in black guarantee maximum stability. The Pirelli Mid Soft 32 tires stand for outstanding traction. A stronger rear axle (20 >25 mm) improves the stability of the bike (as requested by Roger DeCoster and Ryan Dungey)

– Spokes coated in black » better corrosion resistance, new look

– Larger rear axle diameter (20 > 25 mm) » improved corner and track stability

– New bushings in the rear hub » adaption to 25 mm axle

– New plug-in stand » adaption to 25 mm axle

Handlebars

All models are fitted with new 827 Renthal Fatbar handlebars featuring the equivalent bend of the 996 Twin-Wall. New 2-compound grips with KTM logo provide excellent contact to the bike.

– New 827 Renthal Fatbar handlebars » provide additional height with flatter bend for improved ergonomics

– New 2-compound grips » better contact to the bike, new look

Exhaust system

Future noise limits will be a real challenge for every manufacturer, therefore KTM put a lot of effort into developing new exhaust systems for all 4-stroke models, which meet the tough limits of the 2013 season and even improve the bikes performance.

– New header pipes for all 4-strokes, for 250 and 350 SX-F new tapered hydroformed sections and HRS (Header Resonator System) » significantly improved power delivery and reduced noise

– New 4-stroke silencers with tapered inner tubes, individually developed for each model » reduced noise level, better performance

Radiators and cooling sytem

The proven cooling system is transferring the cooling liquid from the cylinder through the frame triangle to the new WP radiators.

– The radiators made by WP RADIATOR are produced in a new alloy providing more durability » stronger alloy is resistant to structural changes in the event of a crash

Brakes

The proven Brembo brakes in combination with the WAVE discs and stainless steel brake lines provide the best brake performance. The rear caliper carrier is adapted to the larger rear axle.

– Reworked rear calliper carrier » adapted to larger rear axle

Graphics

A completely new graphic design in conjunction with the new bodywork is a clear statement to underline the performance of the new SX generation.

– new appearance with lightweight in-mould graphics on spoiler and airbox

The vital stats

SX Models 2013 250 SX-F 350 SX-F 450 SX-F EU
ENGINE
Engine type Single cylinder, 4-stroke Single cylinder, 4-stroke Single cylinder, 4-stroke
Displacement 249.9 cc 349.7 cc 449.3 ccm
Bore/stroke 78/52.3 mm 88/57.5 mm 95/63.4 mm
Compression ratio 13.9:1 13.65:1 12.6:1
Starter/battery Electric starter / 12V 3Ah Electric starter / 12V 3Ah Electric starter / 12V 3Ah
Transmission 6 gears 5 gears 4 gears
Fuel system Keihin EFI, throttle body 44 mm Keihin EFI, throttle body 44 mm Keihin EFI, throttle body 44 mm
Control 4 V / DOHC with finger followers 4 V / DOHC with finger followers 4 V / SOHC with rocker levers
Lubrication Pressure lubrication with 2 oil pumps Pressure lubrication with 2 oil pumps Pressure lubrication with 2 oil pumps
Gear ratios 13:32  16:32  17:28  19:26  21:25  22:24 14:28  16:26  18:24  21:24  22:21  – 16:32  18:30  20:28  22:26  –  –
Primary ratio 24:73 24:73 32:76
Final drive 13:50 14:50 14:50
Cooling Liquid cooling Liquid cooling Liquid cooling
Clutch Wet multi-disc clutch, Brembo hydraulics Wet multi-disc clutch, Brembo hydraulics Wet multi-disc clutch, Brembo hydraulics
Ignition / Engine Management Keihin EMS Keihin EMS Keihin EMS
CHASSIS
Frame Central double-cradle-type 25CrMo4 Central double-cradle-type 25CrMo4 Central double-cradle-type 25CrMo4
Subframe Aluminium Aluminium Aluminium
Handlebar Renthal, Aluminium Ø 28/22 mm Renthal, Aluminium Ø 28/22 mm Renthal, Aluminium Ø 28/22 mm
Front suspension WP-USD, Closed Cartridge, Ø 48 mm WP-USD, Closed Cartridge, Ø 48 mm WP-USD, Closed Cartridge, Ø 48 mm
Rear suspension WP-Monoshock with linkage WP-Monoshock with linkage WP-Monoshock with linkage
Suspension travel front/rear 300/330 mm 300/330 mm 300/330 mm
Front/rear brakes Disc brake 260/220 mm Disc brake 260/220 mm Disc brake 260/220 mm
Front/rear rims 1.60 x 21″; 2.15 x 19″ Excel 1.60 x 21″; 2.15 x 19″ Excel 1.60 x 21″; 2.15 x 19″ Excel
Front/rear tires 80/100-21″; 100/90-19″ 80/100-21″; 110/90-19″ 80/100-21″; 110/90-19″
Chain 5/8 x 1/4″ 5/8 x 1/4″ 5/8 x 1/4″
Silencer Aluminium Aluminium Aluminium
Steering head angle 63.5° 63.5° 63.5°
Wheel base 1,495 ± 10 mm 1,495 ± 10 mm 1,495 ± 10 mm
Ground clearance 375 mm 375 mm 371 mm
Seat height 992 mm 992 mm 992 mm
Tank capacity, approx. 7.5 l 7.5 l 7.5 l
Weight, without fuel, approx. 102.9 104.9 106.4 kg

So there you go, that’s the low down on the 2013 KTM SX-F’s. The 2013 KTM SX test will follow in couple of days! I’m still recovering from riding all these bikes after a bit of lay off! Well I ain’t getting any younger ya know!

Jeff Perrett

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2 Comments

2 Comments

  1. Monda

    May 22, 2012 at 1:54 pm

    KTM is nº1

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Pro Motocross

The MX Vice SMX Review Show Episode #22 – Lars Lindstrom

HRC Boss talks about their amazing 2023 season

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In 2023, MX Vice is running a regular SMX Review show, where we talk all things AMA, frequently with a star guest or pundit. This time Ben & Brad are joined by Honda HRC USA Team Manager Lars Lindstrom, talking about the red team’s amazing 2023 season, his time as Chad Reed’s mechanic, and his riders’ plans for the Motocross of Nations!


Images: HRC Honda


Lars (crouching with his arm on the front fender) has enjoyed a great year with his team in 2023

Massive thanks to Lars for joining us and we wish you and your team all the best for the rest of the year!

This podcast was recorded prior to the Washougal National, so apologies for the delay and for the few sound issues.  None of these were caused by Lars or his systems. Enjoy the podcast!



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Uncategorized

Live Results – AMA Pro Motocross Round 6 – Southwick

Practice Times & Race Results from The Wick

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The action is underway at Southwick for round six of the AMA Pro Motocross series. Will Jett Lawrence dominate again, and how will Hunter fare after his issues at RedBud?

Featured Image: HRC Honda

This page will have all of the results from The Wick. The results are posted in an easy-to-view fashion, with the latest results at the very top of the page. If you do not immediately see the most recent results, hit the refresh button in the top-right corner and then the issue should be rectified.

450 Updated Championship Classification

450 Overall Results

450 Moto Two

250 Updated Championship Classification

250 Overall Results

They said the sand might suit him! Tom Vialle takes his first overall win in the USA, and the 250 wildness continues through the pack as the red plate changes hands for the first time in either class this summer!

250 Moto 2

450 Moto 1

250 Moto 1

450 Consolation Race

Just for British fans, SC Sporthomes Husqvarna rider Charlie Putnam finished 19th in the Consolation Race after not making the cut in Qualifying.

250 Combined Qualifying Times


450 Combined Qualifying Times



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British Championship

Michelin MX Nationals – Race Report, Rnd 2 – Monster Mountain

Full report from packed event in South Wales

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Last weekend the new Monster Mountain facility staged its first event, round two of the Michelin MX Nationals powered by Milwaukee, and what an action-packed weekend it was! With almost 300 hundred riders keen to get on the new track and a tremendous crowd for the MX Nationals, both enjoyed the two days of fast and hot motocross action.

Words: Dick Law for Michelin MX Nationals | Featured Image: Michelin MX Nationals

If you haven’t seen the images and videos on social media, Monster Mountain is a USA- styled track set on top of a Welsh mountain. With months and months of hard, back-breaking work that involved moving hundreds of tons of earth with machines the size of a small house, the Monster Mountain track was born, and the scale of the project was mind-blowing. Once you have climbed up the mountain’s side to the peak, you enter a landscape that could be easily mistaken for Pala or even the moon.

The Leatt Pro MX1s were mainly about three riders, the Crendon Fastrack Honda pairing of Conrad Mewse and Josh Gilbert and Cab Screens Crescent Yamaha rider Harri Kullas. The winner would come from one of these riders, who have dominated the home racing scene all year.

Kullas got the holeshot at the start of the first combined MX1 and MX2 pro race but was quickly passed a quarter of the way around the opening lap by Mewse and then his teammate Gilbert, who had gated third, slipped by Kullas before the end of the lap. While this happened, John Adamson (ASA United GasGas) got cross threaded in one of the deep ruts and dropped from fourth to tenth.

Adamson’s teammate Ivo Monticelli, who was making a comeback from an injury he suffered at round one of the Revo series, took full advantage of his teammate Adamson’s problems and took over his fourth place as Jason Meara (JM 10 Moto-cycle Racing Honda), Tom Grimshaw (Chambers Racing), Charlie Putnam (SC Sporthomes Husqvarna), Jamie Carpenter (Cab Screens Crescent Yamaha), and Dan Thornhill (Chambers Racing) all moved up a place at Adamson’s expense.

The leading four riders of Mewse, Gilbert, Kullas, and Monticelli stayed in the same running order to the end of the race as Meara and Grimshaw fought over fifth place. The two riders changed position many times till, on lap eight, Meara suffered a mechanical failure, leaving Grimshaw to make fifth all his own.

Adamson was on a charge after his crash and fought back to sixth at the end of the race, while Putnam came off his machine, relegating himself back to thirtieth place.

The immense new track, with its long start straights and big jumps, and even an adverse camber turn, was always going to disadvantage the smaller Apico MX2 machines over the power of the Leatt MX1 machines, with Glen McCormick (Chambers Racing) being the first of the MX2s around turn one, followed by Jamie Wainwright (WPH/SBE/Redline KTM) and Carlton Husband (Phoenix EvenStrokes Kawasaki) as race favourite Charlie Cole (Blades Bikes Kawasaki) suffering a mechanical problem that saw him at the back of the pack with a lot of work to do.

Wainwright had passed McCormick to lead the MX2s by the end of the first lap as Husband slipped back three places. But, as the race continued, Husband upped his pace and repassed six other riders on his way to tenth in the race, but first MX2 home.

McCormick put on a last-lap charge and snatched a place from the hands of Wainwright as the pair finished eleventh and thirteenth on the track but second and third in the MX2s, as for the unlucky Cole. He regrouped and fought his way back from thirtieth to finish fifteenth in the race but fourth MX2 and the last person on the lead lap.

Kullas once again got the holeshot at the start of race two, and once again, Gilbert found a way past him by the end of the lap. Behind them, it was Grimshaw, Meara, Monticelli, Mewse and Carpenter.

Grimshaw took his time in the opening laps and slipped back to sixth. Mewse slid past Monticelli on the second lap to take over third place, with Meara relegated to fifth.

While Grimshaw and Carpenter fought over sixth place, the running order of Gilbert from Kullas, Mewse, Monticelli, and Meara stayed the same till the very last lap when Mewse used the backmarkers to snatch second place from Kullas, and with it second overall for the meeting. (MX Vice was witness to the incident that cost Kullas second place, where two MX2 riders fell in a rut that Harri had already committed to, leaving the Yamaha man to haul his bike out of the massively deep inside rut as Conrad tiptoed around the outside of them, probably laughing his head off!).

On the Apico MX2 side of race two, Cole had gated tenth but had Wainwright in his wheel tracks and McCormick two places further back as they battled for the MX2 lead amongst the bigger MX1 machines.

Wainwright & Cole battle for MX2 supremacy in race two. Cole won the event, but Wainwright leads the series!

After changing the lead with Wainwright several times, Cole established himself eighth on the track but first of the MX2s. Wainwright finished in tenth place for the second MX2, with McCormick third. Unfortunately, Husband didn’t get the start he wanted and didn’t seem to get going as he finished sixth MX2, behind Joe Brooks and Charlie Heyman (Tru7 Honda).           

With three race wins and a second place, Ben Edwards won the RFX expert MX1s from race one winner and wildcard rider Josh Waterman. Jayden Ashwell (AJP Geartec Husqvarna) was third, with Jay McCrum missing a podium position.

Ashley Greedy (Darjen Contractors Gas Gas) won his first three races in the RFX MX2s, but while in the lead of his fourth and final race of the weekend, he was passed by Jimmy Margetson (AJP Geartec Husqvarna) on his way to second overall, with Mathew Bayliss (Darjen Contractors Gas Gas).

Ash Greedy had a great weekend on home territory.

Wildcard rider Scott Elderfield won three out of his four races on his way to the Motoverde amateur MX1 overall, with race four winner Sean Wainwright (Fasteddy Racing Honda) second. Josh Greedy (Darjen Contractors Kawasaki) tied in third with Luke Mellows (Forty-Four Honda).

Wildcard riders took three out of the top four places in the Motoverde amateur MX2 class as Ben Clarke, with two wins and two third places, took the overall from race two winner Raife Broadley (723 Race Bikes Gas Gas) while the winner of the last race Wal Beaney was third, just five points behind the winner.

Tallon Aspden (LA Groundwork KTM), with three wins and a second place, won the Worx clubman MX1s from Darren Manning-Coe, who was second in all four of his races as Daniel Chapman, the winner of the last race of the weekend was third as Drew Lane just missed out on the podium by two points.

Sam Ongley (Fantic) won all four Spiral GFX clubman MX2 races from Matt Tolly and Charlie West.

In the youth Fly Futures MXY2s, Billy Askew (GTCi Revo Kawasaki) won all four races and remains unbeaten this year. Behind him, Domonic Newbury (426 Motorsport KTM) and Mackenzie Marshall (DK Offroad KTM) were separated by just three points as they finished the weekend in second and third overall.

Billy Askew (441) already has his nose in front of Domonic Newbury (404), Mackenzie Marshall (555) and Jak Taylor (22, WM Tatchell Husqvarna).

Reece Jones (SJP Moto Husqvarna) was third in his first race of the weekend, but from then on won the other three for first overall in the Fly MXY125s. Jake Walker (Mr T Racing KTM), who didn’t finish out of the top four all weekend, was second, with a race-three low score pushing Tyla Hooley (Fantic) down to third.

Josh Vail (SJP Moto Husqvarna), with two race wins, a second and a third place, took the overall win in the Syntol Big Wheel 85s with Jamie Keith (MBR X&P KTM), who didn’t finish out of the top three all weekend, second and Charlie Richmond third.

Josh Vail took the overall win in the Syntol Supermini Big Wheel class

With a couple of wins and two-second places, Joel Winstanley-Dawson (Techsource Racing KTM) won the Syntol small wheel 85s from race one winner Lucas Lee (Husqvarna) and Ollie Truman.

Top ten results

Leatt Pro MX1:

1 Josh Gilbert (Crendon Fastrack Honda) 22 + 25 = 47

2 Conrad Mewse (Crendon Fastrack Honda) 25 + 22 = 47

3 Harri Kullas (Cab Screens Crescent Yamaha) 20 + 20 = 40

4 Ivo Monticelli (ASA United Gas Gas) 18 + 18 = 36

5 Tom Grimshaw (Chambers Racing) 16 + 15 = 31

6 James Carpenter (Cab Screens Crescent Yamaha) 14 + 14 = 28

7 John Adamson (ASA United Gas Gas) 15 + 13 = 28

8 Dan Thornhill (Chambers Racing) 13 + 10 = 23

9 Callum Green (Tru7 Honda Academy Honda) 10 + 11 = 21

10 Stuart Edmonds (S Biggs Commercials Honda) 12 + 9 = 21

Apico Pro MX2:

1 Charlie Cole (Blades Bikes Kawasaki) 18 + 25 = 43

2 Jamie Wainwright (WPH/SBE/Redline KTM) 20 + 22 = 42

3 Glen McCormick (Chambers Racing) 22 + 20 = 42

4 Carlton Husband (Phoenix EvenStrokes Kawasaki) 25 + 15 = 40

5 Charlie Hayman (Tru7 Honda Academy Honda) 16 + 16 = 32

6 Joe Brooks (GRT Impact KTM) 13 + 18 = 31

7 Calum Mitchell (Lexa MX Husqvarna) 15 + 14 = 29

8 Bailey Johnston (Verde Shiloh KTM) 11 + 13 = 24

9 Ben Franklin (Chambers Husqvarna) 12 + 12 = 24

10 Lewis Hall (Fantic) 14 + 10 = 24

RFX Expert MX1:

1 Ben Edwards (KTM) 22 + 25 + 25 + 25 = 97

2 Josh Waterman (KTM) 25 + 22 + 22 + 20 = 89

3 Jayden Ashwell (AJP Geartec Husqvarna) 18 + 20 + 20 + 16 = 74

4 Jay McCrum (Honda) 15 + 15 + 15 + 18 = 63

5 Richard Bird (Allmoto Megabikes Yamaha) 16 + 16 + 16 + 14 = 62

6 Corrie Southwood (Langmead Kawasaki) 5 + 14 + 12 = 22 = 53

7 Ryan Thomson (Drysdale MC Gas Gas) 14 + 13 + 13 + 7 = 47

8 Josh Canton (Concept CCF KTM) 13 + 9 + 11 + 13 = 46

9 Josh Peters (Jim Aim KTM) 20 + 0 + 18 + 0 = 38

10 Aaron Patstone (Gas Gas) 9 + 8 + 10 + 10 = 37

RFX Expert MX2:

1 Ashley Greedy (Darjen Contractors Gas Gas) 25 + 25 + 25 + 22 = 97

2 Jimmy Margetson (Husqvarna) 15 + 20 + 15 + 25 = 75

3 Mathew Bayliss (Darjen Contractors Gas Gas) 20 + 22 + 14 + 13 = 69

4 Uldis Freibergs (Lexa MX Husqvarna) 16 + 15 + 16 + 20 = 67

5 Kieran Banks (Yamaha) 18 + 13 + 18 + 18 = 67

6 Henry Siddiqui (Husqvarna) 13 + 14 + 20 + 16 = 63

7 Josh Colman (Holeshot MX KTM) 22 + 16 + 22 + 0 = 60

8 Aaron Ongley (723 Racebikes Gas Gas) 10 + 12 + 9 + 14 = 45

9 Niall Cregan (CCM Motorcycles Husqvarna) 5 + 9 + 11 + 15 = 40

10 Callum Murfitt (Southside MMX KTM) 7 + 11 + 10 + 12 = 40

Motoverde amateur MX1:

1 Scott Elderfield (Kawasaki) 25 + 25 + 25 + 22 = 97

2 Sean Wainwright (Fasteddy Racing Honda) 20 + 18 + 20 + 25 = 83

3 Josh Greedy (Darjen Contractors Kawasaki) 22 + 20 + 18 + 20 = 80

4 Luke Mellows (Forty Four Honda) 18 + 22 + 22 + 18 = 80

5 Jamie Dixon (P&S Yamaha) 14 + 16 + 12 + 16 = 58

6 Joshua McCorkell (McCorkell Racing Husqvarna) 16 + 13 + 11 + 14 = 54

7 Ryan Osborn (Evotech KTM) 11 + 14 + 15 + 13 = 53

8 Callum Gordon (MX Revive Gas Gas) 12 + 15 + 13 + 10 = 50

9 Brad Thornhill (LMC Plant KTM) 9 + 12 + 14 + 12 = 47

10 Jacob Bowden (VMX Motocross Club KTM) 10 + 11 + 10 + 15 = 46

Motoverde amateur MX2:

1 Ben Clark (Gas Gas) 25 + 20 + 25 + 20 = 90

2 Raife Broadley (723 Race Bikes Gas Gas) 18 + 25 + 22 + 22 = 87

3 Wal Beaney (KTM) 22 + 18 + 20 + 25 = 85

4 Jayden Murphy (KTM) 16 + 22 + 16 + 18 = 72

5 Shaun Springer (Gas Gas) 20 + 16 + 18 + 16 = 70

6 Charlie Palmer (Apex Gas Gas) 14 + 15 + 13 + 15 = 57

7 Dan Brough (Rutzz Yamaha) 12 + 12 + 7 + 14 = 45

8 Alex Buchanan (Mace Tech Tuning KTM) 11 + 14 + 12 + 8 = 45

9 Jonathan Rodrick-Evans (KTM) 7 + 7 + 14 + 12 = 40

10 Leon Ongley (Fantic) 15 + 8 + 6 + 11 = 40

Worx Sports Insurance Clubman MX1:

1 Tallon Aspden (LA Groundwork KTM) 25 + 25 + 25 + 20 = 95

2 Darren Manning-Coe (Fabrican KTM) 22 + 22 + 22 + 22 = 88

3 Daniel Chapman (KTM) 15 + 18 + 18 + 25 = 76

4 Drew Lane (Lanes Construction Gas Gas) 20 + 20 + 16 + 18 = 74

5 Kalem Hicks (British Army MX Team Husqvarna) 16 + 16 + 15 + 15 = 62

6 Billy Saunders (WMS Commercials Honda) 18 + 0 + 20 + 16 = 54

7 Ryan Davis (KTM) 10 + 12 + 14 + 12 = 48

8 Ashley Senior (Honda) 11 + 14 + 9 + 13 = 47

9 Josh Young (KTM) 14 + 10 + 11 + 11 = 46

10 Josh Bailey (Chris Bailey Landscaping KTM) 6 + 7 + 10 + 14 = 37

Spiral Clubman MX2:

1 Sam Ongley (Fantic) 25 + 25 + 25 + 25 = 100

2 Matt Tolley (426 Motorsport KTM) 20 + 22 + 22 + 16 = 80

3 Charlie West (Tim Feeney KTM) 11 + 16 + 16 + 22 = 65

4 Bradley Johnstone (Moto Connection Kawasaki) 16 + 15 + 20 + 9 = 60

5 Chris Corthorn (Kawasaki) 10 + 20 + 9 + 20 = 59

6 George Boyce (Design Scaffolding KTM) 12 + 13 + 13 + 18 = 56

7 Matthew Pocock (MGP Steel Erection KTM) 0 + 18 + 18 + 15 = 51

8 Richy Roberts (Rutzz Racing Yamaha) 9 + 6 + 15 + 14 = 44

9 Max Flint (Planet Moto KTM) 14 + 9 + 15 + 14 = 44

10 Jordan Ambler (City Wide KTM) 18 + 12 + 0 + 11 = 44

Fly Racing MXY125:

1 Billy Askew (GTCi Revo Kawasaki) 25 + 25 + 25 + 25 = 100

2 Domonic Newbury (426 Motorsport KTM) 20 + 15 + 20 + 20 = 75

3 Mckenzie Marshall (DK Offroad KTM) 22 + 10 + 22 + 18 = 72

4 George Hopkins (HJA Motorcycles Gas Gas) 18 + 14 + 16 + 14 = 62

5 Jak Taylor (Lexa MX Husqvarna) 9 + 20 + 10 + 22 = 61

6 Fin Wilson (Husqvarna) 16 + 16 + 14 + 15 = 61

7 Bayliss Utting (Trell Contractors Honda) 14 + 22 + 18 + 4 = 58

8 Liam Bennett (Apico GMR Husqvarna) 4 + 18 + 15 + 16 = 53

9 Kayde Rayns (Scott Motorsport Yamaha) 15 + 13 + 12 + 12 = 52

10 Kyron Carron (LC Construction KTM) 12 + 8 + 11 + 13 = 44

Fly Racing MXY125:

1 Reece Jones (SJP Moto KTM) 20 + 25 + 25 + 25 = 95

2 Jake Walker (Mr T Racing KTM) 18 + 20 + 22 + 22 = 82

3 Tyla Hooley (Fantic) 22 + 22 + 10 + 20 = 74

4 Freddie Gardiner (Matt Gardiner MX KTM) 25 + 11 + 12 + 18 = 66

5 Wesley McGavin (KTM) 13 + 18 + 18 + 16 = 65

6 Harrison Greenough (Simpson KTM) 14 + 16 + 16 + 12 = 58

7 Chester Hyde (Matt Pope MC Gas Gas) 15 + 15 + 13 + 13 = 56

8 Shane Jones (KTM) 16 + 14 + 14 + 10 = 54

9 Ollie Bubb (3 Flo Yamaha) 11 + 13 + 15 + 14 = 53

10 Jack Meara (Honda) 0 + 12 + 20 + 15 = 47

Syntol Big Wheel 85:

1 Josh Vail (SJP Moto KTM) 25 + 22 + 20 + 25 = 92

2 Jamie Keith (MBR X&P KTM) 20 + 25 + 22 + 22 = 89

3 Charlie Richmond (KTM) 22 + 20 + 25 + 20 = 87

4 Lewis Spratt (KTM) 16 + 18 + 15 + 16 = 65

5 Alfie Geddes-Green (Matt Pope MC Gas Gas) 18 + 8 + 18 + 18 = 62

6 Harry Lee (GRT Impact KTM) 14 + 16 + 13 + 15 = 58

7 Blake Ward-Clarke (GRT Impact KTM) 13 + 14 + 16 + 14 = 57

8 Reegan Rogers (Husqvarna) 8 + 13 + 10 + 13 = 44

9 Finlay Pickering (Mr T’s Racing KTM) 12 + 5 + 14 + 11 = 42

10 Maison Jones (Paul Green Tyres KTM) 9 + 11 + 9 + 12 = 41

Syntol Small Wheel 85:

1 Joel Winstanley-Dawson (Techsource Racing KTM) 22 + 22 + 25 + 25 = 94

2 Lucas Lee (Husqvarna) 25 + 15 + 22 + 22 = 84

3 Ollie Truman (KTM) 16 + 20 + 18 + 18 = 72

4 Archie Butterfield (KTM) 18 + 16 + 20 + 16 = 70

5 Charlie Ward (KTM) 15 + 14 + 16 + 15 = 60

6 Author Moore (3 Flo Yamaha) 20 + 18 + 0 + 0 = 58

7 Tyler Cooper (KTM) 0 + 0 + 15 + 13 = 28

8 Chad Prince (SC Sporthomes Husqvarna) 0 + 13 + 0 + 14 = 27

9 Olly Waters (Matt Gardner MX KTM) 0 + 25 + 0 + 0 = 25



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