TEST: KTM 2019 dirt bikes
For the 2019 model year, KTM had made it clear that change was afoot. Because KTM does not tend to rest on its laurels for years, the orange MX range for 2019 brings a lot of innovation. Even though it is not yet a revolution, with no less than 60% completely new parts on the four-stroke models, the changes are striking. There are fewer novelties for two-stroke dirt bikes.
To discover for ourselves how the new KTMs ride, we went to Malagrotta, not so far from Rome. That circuit is the playground of Tony Cairoli and since last year also of Jorge Prado. Malagrotta is quite a special track because one part is slightly sandy and the other, lower part is harder. The surprise of the day, however, was the presence of Ryan Dungey. Only in 'pre-retirement' does the American superstar still remain closely involved with the Austrian brand that he helped put on the map.
As always, competition remains the best test lab. The many evolutions result directly from what is learned from the factory engines and from the collaboration between the racing department and production. At first glance, when the engines are ready under the easy-ups, the new models look so similar that you really have to pay attention to the exhausts to see the difference!
Impressive parts list
A striking novelty for 2019 is the stylish black frame that became lighter. The frame alone only weighs 8,8 kg. During the technical presentation it became clear how much work goes on behind the screen to achieve this level of performance. Truly nothing is left to chance to maintain the same high level of the past 15 years.
The entire range uses a WP combination in terms of suspension; the AER 48mm air suspension fork at the front and an improved DCC (Dual Compression Control) shock absorber at the rear. We also find nice stuff on the specification list such as Dunlop Geomax tires, black Excel rims, CNC T-piece in black aluminum, rubber ODI grips, a new more ergonomic saddle, aluminum Neken handlebars, hydraulic clutch and brakes from Brembo. All these parts can be found on all 2019 motocross models.
It has to be said that the new graphics match the black frame well. As an extra, KTM also supplies a very practical, multifunctional engine mount (see above). We'll start our testing sessions straight away with the main course, the SX450F!
SX450F: Horsepower monster with manners
For 2019, a huge amount of work was done to further improve this extremely powerful engine: a new piston, cylinder and cylinder head, diaphragm clutch and gearbox. In short: a completely renewed engine block that makes so much power more usable and versatile. Not a 450 that will scare you, because the character has certainly become milder. The overall picture also feels more refined because the 2019 SX450F reaches a record weight of 100 kg. In third gear - it is equipped with a '4-speed gearbox' - this engine spits out hellish torque, but the frame ensures that the engine retains its stiffness in both fast and heavier sections. The WP suspension does its work progressively, even at the end of a competition on the big jumps, the compression does not come to the end. The map2, engine characteristic that can be adjusted via the handlebars, provides a smoother feeling for those who may not be as comfortable with it.
For me, however, the standout in the concept was the new frame. The SX450F is easy to guide when entering a corner. The gearbox is not only well distributed in terms of ratios, it also shifts very precisely. No strange noises, no vibrations, this box exudes quality and solidity. Maybe we have to disappoint some people with this, but I couldn't find any major shortcomings. This means that the SX450F can certainly be called a successful product.
SX250F: the MX2 reference improved
The next bike waiting for me is the 250 SXF. Immediately a completely different feeling when we step on the reference in its category. From the moment you press the red button you get a more metallic sound, less pleasant than that of its big brother. After the solid impression you get from the 450, the vibrations of the 250 when standing still are noticeable. However, that phenomenon disappears as soon as you start driving.
When you step on the gas, the difference with the 450 is big. The frame also makes itself felt and despite my initial choice for the original mapping (MAP1), I still get more satisfaction from MAP2. The 250 SXF gains power both at the bottom and in the midrange. But the versatility and all the good things that make this engine the absolute reference in the MX2 are back on track.
With a more aggressive riding style, a different setting of the front fork is required. Increased air pressure on the WP AER then allows the brake levers to be attacked with more precision. Equipped with an Akrapovic or FMF exhaust line from the Power Parts catalogue, the smallest four-stroke should show an even more radical character. However, there is no doubt that this 2019 version of KTM's MX2 engine will also reap successes on all kinds of circuits in the coming months.
SX350F: high expectations met
I looked forward to my session on the SX350F with particular interest. In the past, that cylinder capacity was often my favorite in KTM's four-stroke MX range. It was therefore no surprise that I was enchanted from the first meters.
This 350 is also a model of strength. Regardless of the speed, you cannot ignore the power, but it does have its own light 'touch' in the general feeling you get from the engine. However, you are rarely overwhelmed by the power because the tandem frame motor is perfectly balanced. An example: on a very big jump of more than 25 meters with a short landing, the 450 required a lot of precision in throttle control. Putting on a show is not an option because the 450 imposes its character. For the 250 this jump was too much to ask.
The 350, on the other hand, gives you plenty of confidence, allowing you to move and use the clutch and rear brake instinctively, even in full flight. A pleasure for an experienced but 'older' rider like myself! For those who ride the torque or Cairoli style, this 350 has everything you want to convince a large audience of riders. In fact, it can do just about anything: get the holeshot in a field of 450s while still retaining the agility of a 250.
SX250 two-stroke: pure competition weapon
If you switch to the 250SX, it's time to revive old habits... Open the gas tap, press the kick starter and we're off! The emission standards in the MX are not the same as in the enduro. It therefore seems that the injection is not immediate, so much the better.
This 250 SX is at the top of its game. Okay, motor wise there has been little evolution, but progress has been made in many details. The 38 mm Mikuni carburetor provides the fuel supply, but the exhaust in particular received a lot of attention. No less than 18 months of development preceded this. On the left side of the cylinder, the exhaust line protrudes less and became flatter, a strange image at first glance, on the convex part so that you can move your right leg better, but also a matter of alignment with the radiator slots.
Once on the track, and after we get used to the throttle response compared to injection, this SX250 is a picture of excellent health. No or very little vibration, the inertia of the engine is virtually non-existent. The power at the bottom is impressive and how this two-stroke increases in revs is surprising. In the meantime, it had been a while since I had ridden a two-stroke and this was certainly a pleasant surprise!
The frame responds faster than the four-stroke models, which gives this SX250 a fun and playful character. On the other hand, it is less comfortable and you feel the changes in the surface more directly. Turning in is smooth, the engine actually 'turns' very naturally into the bend. Of course, you have to be more precise when switching to get the most out of the available range. This is a real competition bike that is aimed at a rather limited group of riders, but it fits perfectly with KTM's “Ready to Race” slogan.
The SX125 AND SX150
A few laps on what I call the 'BMX' of the family and the conclusion is the same as that of the 250. Actually, it is even more fun to shift down 2 gears when entering the bend. We don't think about torque and we attack to maintain high revs, which is where this engine excels. It is best to take into account two different sprockets at the back. Depending on your level or the job, one more or less tooth can make your life a lot easier.
A new frame, a diaphragm clutch, a new reinforced Pankl gearbox (guarantee of quality), a new exhaust line and redesigned plastic complete the novelties of these models. The SX150 adds just a little more torque and power throughout the range. A corner that you would normally take in second on the 125 can be taken with a different line in third on the SX150 with less time to 'pick up' again.
Although the SX150 is less popular, this model certainly deserves its place in the catalog. Speaking of catalogue, the famous Power Parts catalog contains no fewer than 300 references for every engine model. And the new Power Wear catalog also contains a lot of goodies for fans of the brand. Despite the additional efforts of the Japanese manufacturers, the commercial and sporting successes of the Austrians are not in question. The 2019 crop of KTM seems to further strengthen this leadership position. A mentality in which everything is constantly questioned in search of improvement, the short lines of communication with the factory teams in Europe and the US and the short development time, it is all passed on to the end customer.
The 2019 KTM range will be available at the dealer from the beginning of July. Below you see the Belgian prices (VAT included), the Dutch prices are in brackets.
MINI
50 SX MINI: €3.750
50 SX: €3.990 (€3.950)
65 SX: €4.750 (€4.740)
CROSS
85 SX 17″/14″: €5.750 (€5.750)
85 SX 19″/16″: €5.750 (€5.750)
125 SX : €8.190 (€8.290)
150 SX: €8.540 (€8.600)
250 SX: €9.080 (€9.170)
250 SX-F: €9.580 (€9.670)
350 SX-F: €9.980 (€10.080)
450 SX-F: €10.310 (€10.400)
Tekst: Christopher Bertrand
Photos: KTM
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