KTM pulled out all the stops when revealing its complete line of 2016 XC-F and SX-F four-stroke off-road and motocross models, six in all: 250 XC-F, 350 XC-F and 450 XC-F, and 250 SX-F, 350 SX-F and 450 SX-F. KTM is obviously very proud of its new XC-F and SX-Fs, so it introduced the bikes to the media in grand style—at the Ironman Raceway in Crawfordsville, Indiana, where we got the chance to ride all six models.
They are all completely new—completely new. In a nutshell, the 2016 SX-Fs are essentially the same bikes as the current, lighter and faster limited edition Factory Edition (FE) models, including the 350, which has never before been offered as an FE. The new 350 is closely based on the 250.
Because of its off-road heritage, KTM is, however, most proud of its new XC-Fs. The XCs are “what this company stands for,” said a KTM spokesman. “They are our best sellers and are the root of this company.” All three of the new XC-Fs are simply SX-Fs with 18-inch rear wheels, hand guards, different suspension settings, larger and translucent fuel tanks, six-speed transmissions and kickstands. That’s it. Everything else—mapping, frame, motor, etc.,—are identical to the SX’s.
As mentioned, we rode them all. Here are our quick thoughts on each one:
2015 KTM 450 SX-F
The 2016 KTM 450SX-F is simply an amazing motorcycle. It’s light, fast and remarkably nimble for a full-size four-stroke motocrosser that pumps out 50-plus horsepower. It weighs about 10 pounds less than its predecessor and, like with the current Factory Edition, you can certainly feel that lighter weight on the track.
There are a few small differences between the 2016 450SX-F and the Factory Edition. Unlike the FE, the SX-F is not fitted with a holeshot device or front disc brake guard, bummer, but look on the bright side; the bike is lighter without them. Visually, they are obviously different, with the “standard” model (all of them, for that matter) getting tamer (kind of bland, frankly) graphics and a black frame as apposed to the FE’s eye-catching orange paint, but there are some other performance-minded differences, too, mainly suspension. Since the limited edition FE models are somewhat rushed into production for the KTM factory team riders to race at the beginning of the season, the standard models—the ones we get in much bigger supply—get more attention to detail. Factory R&D test riders have more opportunity to dial in the suspension for us, and all of their testing comes on U.S. soil. As a result, we found the WP 4SC fork to be more supple initially and just plain better overall, as is the rear shock, than the FE we rode earlier this year. However, the verdict is not completely out yet on the new suspensions, since the Ironman track was groomed dirt-track smooth. What we would call “real” bumps never got the chance to form.
The SX-F’s motor is simply awesome, but we knew it would be, having already ridden the FE. It’s exactly the same—extremely fast yet remarkably manageable. It revs like a 250, but you don’t have to ride it that way, in fact, it’s best that you don’t. It’s way better and more fun to use its big-time torque and awesome midrange horsepower.
The 2016 KTM 450 SX-F is based on the current limited edition Factory Edition 450 SX-F, and that means it’s really good. Like the Factory Edition, the “standard” 450 SX-F gets launch control
2016 450 XC-F
The 2016 KTM 450 XC-F is just as amazing as the 450 SX-F, if not more. It feels just like the SX-F but with a slightly softer edge to it, if you catch our drift. Suspension is noticeably more cushy (but far from being overly soft), giving it a slightly smoother ride overall. The only other real indicator that you’re on the XC and not the SX-F is the width between your legs, since the XC’s tank is slightly larger at 2.25 gallons versus the SX’s 1.85-gallon cell. Only the most sensitive riders will notice the difference.
The 450 XC-F is a lot of motorcycle, for sure, but ridden correctly, the XC-F is a lethal weapon on the single-track. The key is to take advantage of the XC’s awesome bottom-end power and torque, and leave it in a gear higher than you normally would. Done right, it’s super easy to maintain momentum from tree to tree on the 450 XC-F, and you’re actually saving energy since you’re not shifting so much. The XC’s ultra-light-pull clutch makes it super easy to control the initial power delivery to the rear wheel. If you ride the 450 XC-F like you would on a motocross track, it just doesn’t work as well. You’ll end up fighting the bike and wearing yourself out.
The 450 XC-F handles like a dream. It’s very predictable, stable, and very agile, and front and rear suspension work extremely well right out of the crate.
The 450 XC-F also works fantastic on the track. It performs just like the 450 SX-F but with slightly softer suspension, which we actually liked. If you’re looking for a do-all big-bore four-stroke, the 450 XC-F just might be the perfect choice.
The 2016 off-road 450 XC-F gets all of the Factory Edition mods, as do all of the new XC-Fs.
2016 KTM 350 SX-F
The 350 SX-F is truly an all-new machine. KTM has never produced a Factory Edition version of it, and that’s because the factory boys don’t race it, but the new 350 SX-F is essentially a Factory Edition model. It has all the FE updates.
The 350 SX-F is closely based on the 250 SX-F. It shares the same suspension, chassis and transmission. The biggest difference is that it has 10mm more bore and 5.5mm more stroke than the 250 SX-F, and the result is noticeably more torque and increased bottom-end power. Overall, the 350 feels more like a 250 with more grunt than it does a 450 with less grunt.
On the track, the 350 will have to compete against the big bikes, which it certainly can do—more so than the previous 350. That’s because it has more power across the board (especially down low) and feels much lighter. It’s even easier to ride than before. Basically, the 350 is a much-improved motorcycle in every way. You’ll still have to pin it to keep up with the 450s, though, but not as much.
We are very anxious to put more time on this bike.
The 350 SX-F finally reaps the benefits of the Factory Editions mods.
2016 KTM 350 XC-F
Like the 450, the 350 XC-F feels very similar to its motocross sibling. There is one big difference between the two, though—the XC-F has a six-speed transmission. All this does is make the already versatile XC-F even more so on the trail. We’re glad KTM made the effort to add the extra gear.
The 350 XC-F could be the best all-around off-road bike out there right now—many believe that it already was. With its wide powerband, great bottom end, and lightweight chassis, the 350 XC-F is super easy to ride and just plain fun, and it adapts well to just about any situation. Sure, the 450 and 250 XC-Fs might do some things a little better, but the 350 does all things all well, which explains why GNCC Champion Kailub Russell chooses to race the 350 most of the time. The 350 XC-F is even quite good on the MX track.
KTM spokesmen encouraged us to ride the XC-F’s, especially the 350, on the track; after doing so, we know why—the 350 XC-F is a blast on the track and very competitive. Again, we’re not too surprised; after all, it’s darn near an SX-F. Sure, you might have to shift it a bit more, but that won’t hold you back any.
Like the 450 XC-F, the 350 XC-F is perfect if you want one bike that is good at both MX and off-road.
One of the best off-road bikes ever—the KTM 350 XC-F—just got a whole lot better.
2016 KTM 250 SX-F
Last year’s KTM SX-F’s claim to fame was its outstanding (i.e. “fast”) motor. On our dyno, only one bike last year made more power than the KTM, and that was the Husky, which uses the same motor as the KTM. Unfortunately for the competition, the KTM only got faster when the Factory Edition 250 SX-F came out. Now that bike is the standard 2016 250 SX-F.
Yes, the new 250 SX-F is very, very fast, which is great, but the really good news is that it now has torque and more bottom end! This motor is going to be tough to beat.
As important as pure horsepower is in the 250 class, it’s not everything. Last year, its so-so chassis and spikey fork held the KTM back a bit. The KTM’s chassis, however, has—like its motor—seen a complete overhaul for 2016. The frame is lighter (as is the motor) and has new dimensions and flex characteristics, and the results are a much agile and quicker-steering motorcycle. You can feel the difference right away.
The WP 4CS fork did feel a little better than it did last year but was hardly tested on the smooth Ironman track. It did, however, soak up the track’s large jumps quite well.
More bottom end and torque make a world of difference for the new 250 SX-F.
2016 KTM 250 XC-F
What a difference torque makes. The new 250 XC-F just might have surprised us the most at the Indiana introduction. To test all of the XC-F’s, KTM ribboned off a small portion of the facility’s GNCC track, where the new KTM 250 XC-F really shined. It seemed that the tighter and more technical the course got, the better the 250 XC-F worked—far better, we believe, than the previous 250 XC-F would have. Why? There are a number of reasons but mostly because of the bike’s increased torque and bottom-end power. This improved the transition from bottom to mid, making the bike much easier to ride and to keep your momentum up through the twisties. Throw in the bike’s improved chassis, lighter weight and quicker steering, and you have a serious woods weapon when things get technical. In fact, one of our test riders flat out liked the 250 XC-F best on the GNCC track.
Recently, we compared the 2015 KTM 250 XC-F with the Yamaha’s new YZ250FX, and the KTM came up just short. We’re not so sure that would have been the case with this bike.
The new 250 XC-F also benefits from better bottom end and lower weight.
