We hop aboard KTM’s all-new 450 SX-F Factory Edition
By Ryan Nitzen | Photography by Kit Palmer
It’s been 10 years already since Ryan Dungey shocked the motocross world when he signed with KTM. His move from Suzuki to KTM was historic in that he had just won his first Pro Motocross and Supercross titles with the yellow brand, yet left Suzuki for a manufacturer that hadn’t nailed down a 250/450cc outdoor motocross championship or even a 450cc-class win in Supercross—ever! (Hard to believe that now, right?) But the advancements in the orange camp, the prospect of a tailor-made race weapon and the added allure of Roger DeCoster (Dungey’s team manager at Suzuki) positioned at the helm of KTM’s SX/MX program swayed Dungey to leave a proven brand and come over to the orange side.
However, for Dungey to race this “personalized” motorcycle, it had to be homologated per AMA rules. KTM eventually produced the required 400 units to be sold in the U.S. and the 2012 model-year Factory Edition (aka “Dungey replica”) was born. And the rest, as they say, is history.
Fast forward to 2022, and indeed, the Factory Edition lives on. It enters another new generation and receives a plethora of upgrades from the KTM PowerParts catalog. The ’22 Factory Edition (FE), which first saw testing in 2019, debuts as an all-new platform for the brand. A new frame, swingarm, shock, engine, electronics and bodywork highlight this year’s FE. Almost nothing from the previous model will bolt onto the new bike.
VIDEO | 2022 KTM 450 SX-F Factory Edition Review
2022 KTM 450 SX-F Factory Edition Review | So, What Is New?
Basically everything. Let’s start with the cockpit. After throwing a leg over the bike, you will immediately notice differences. The radiator shrouds are still KTM-slim but redesigned with a longer front-to-back shape and have textured upper areas for better grip with your knees in the turns. The new seat offers more side edge than the rounded one from years past. A factory-style gripper seat cover with ribs provides added traction in the cockpit.
Footpegs are also redesigned with a new shape and position. KTM’s pegs have been a point of contention for some over the past few years, and right away, this platform feels much more stable. Finally, the electronics up front look like something you’d find at the Apple store. On the left side of the handlebar is an ultra-compact map-select switch that controls dual maps, as well as turns on or off traction control, and the bike’s new quickshifter system on the fly. Right away, we liked this setup more than some of the “control panels” found on other bikes. On the right side of the bar is a sleek new start/kill switch.
Down below, the engine has been rotated back in the frame two degrees and is about two inches shorter than the previous engine both in the name of improving centralized mass and squelching suspension squatting when hard on the gas.
On board, there’s no mistaking the KTM’s power. There’s plenty of it, and it feels all KTM—just more of it. It’s still delivered in that long mid-to-top manner that we’ve come to expect and love from the 450 SX-F, but the new ECU settings make the engine even more manageable, and overall, even more potent than before. Previously, the difference from one map to the other was hardly noticeable. This is no longer the case. Map One (standard) still provides that familiar KTM feel but map two is a whole new beast. It renders a torquier Japanese-style hit from the bottom that carries through the bottom to mid. Map Two feels geared towards the pro-level rider; everyone else will likely prefer map one. At least we did. It is smoother and more rideable than the “Cooper Webb” mode. In case you are wondering, the FE does not come equipped with the WiFi mapping capabilities found on the previous model year.
Traction control is again available. It helps you manage rear-wheel slip better on wet or hard-packed surfaces. Map One combined with TC is the most mellow setting you’ll find on the KTM.
And what about this quickshifter we’ve been hearing about? Quickshift technology is nothing new if you’re familiar with road racing or high-performance street bikes. This technology has been around for years and is already offered in some of KTM’s higher-end sport bikes and adventure models. The Factory Edition’s quickshifter, however, is a first for a production motocrosser. There’s a sensor inside the shift drum that, when triggered, cuts ignition for a microsecond and allows the gear to move into place before coming back on again. It enables you to grab a gear—second through fifth only—with the throttle wide open and not suffer any consequences to the engine internals. It takes a second to get used to, but it’s truly some trick technology. The quickshifter option is activated by a button on the handlebar and can be switched on or off whenever you please.
At first, I wasn’t a fan of the quickshift. When I ride, I basically map out each track in terms of where to shift—carry second through this turn, upshift in the air over this roller, carry third over the next jump, downshift in the air, second through the next turn, you get the idea. With the quickshifter, you can literally shift anywhere at any time. Throttle wide open doesn’t matter. While I admittedly didn’t use it to its full potential at the jumpy layout of Fox Raceway the first time I rode the bike, I found myself putting the quickshifter to good use later at Glen Helen Raceway. The track’s wide-open start straight and steep hills just begged me to grab another gear under full power. And so, I did. I’d go from second through fourth down Glen Helen’s long start area without ever letting off the throttle, and again, wide open from second to third up the next hill. Once I got used to it, the quickshifter became a game-changer. I could see this being a massive advantage for nailing holeshots, and I’m looking forward to using it in a race situation.
The KTM Factory Edition is again spec’d with WP suspension components. The Xact fork is the same one we’ve seen on previous models but with new settings. WP’s air fork continues to improve, and yet again, it is the best spring-less version we’ve ridden to date. The top part of the stroke is what really stands out, as it is noticeably plusher and more compliant. Previously the initial motion of the fork felt vague and dead, but now it moves more freely and absorbs smaller bumps with ease.
The front end still feels light and easy to turn, and the adjusters on the top of the fork make trackside adjustments a breeze. You’ll still need to routinely check the air pressure in the fork like you do with tires, but if you’re an Austrian bike owner, you’re likely used to this process already. This rendition of the air fork feels the most like a spring fork, and we felt very comfortable on it.
A new WP Xact shock has new mounting points which are designed to transfer load down through the “legs” of the frame, rather than up through the “backbone” and into your hands. It must work because we had no complaints. The only adjustment we made to the rear suspension was going a quarter-turn in on high-speed compression to reduce the initial hit under load. We also like the new plastic clicker dials that allow you to adjust the shock by hand, just like the fork. A quick and easy turn on the dial and we were back on track.
With a few days under our belt on the new KTM 450 SX-F Factory Edition, we can comfortably say that we’re stoked on this bike. It’s different (but mostly improved) in some respects, yet still familiar in others. The motor is strong, the cockpit is slim, and its air fork is the best in the business. Coupled with an advanced electronics package, the “2022.5” KTM is undoubtedly hinting at what’s to come with the 2023 production version. Not only will the hard-core motocrosser love this bike, so will the vet rider who loves the trick and high-end stuff and might have a few extra dollars taking up space in his savings account. At $11,699, the Factory Edition is $1000 more than the current standard 450 SX-F.
Ten years ago, the Factory Edition was an all-new idea for the motocross industry. Now, it’s a staple. KTM has set the tone, once again, with its latest generation Factory Edition. If you want one, act fast, because, just like the first Factory Edition, only 400 will be sold and only in the U.S. If you miss out, not to worry, because history has shown that today’s Factory Edition turns into tomorrow’s standard 450 SX-F. CN
2022 KTM 450 SX-F Factory Edition Specifications
| MSRP: | $11,699 |
| Engine Type | 4-stroke, SOHC, 4-valve, liquid-cooled, single |
| Displacement | 449.9cc |
| Bore x Stroke | 95.0 x 63.4mm |
| Starting System | Electric |
| Fueling | Keihin EMS |
| Transmission | 5-speed, w/ hydraulic clutch |
| Frame | Central double-cradle-type 25CrMo4 steel |
| Subframe | Composite body, aluminum mounts |
| Handlebar | Neken w/ ODI Lock-On Grips |
| Front Suspension | 48mm WP Xact |
| Rear Suspension | WP Xact Monoshock w/ linkage |
| Wheels | D.I.D Dirt Star, CNC hubs, orange anodized |
| Front-Wheel Travel | 12.2 in. |
| Rear-Wheel Travel | 11.8 in. |
| Front Wheel | 21 in. |
| Rear Wheel | 19 in. |
| Tires | Dunlop Geomax MX33 |
| Front Brake | Single semi-floating 260mm disc w/ Brembo caliper |
| Rear Brake | Single 220mm disc w/ Brembo caliper |
| Triple Clamp | CNC milled; orange anodized |
| Seat Height | 37.1 in. |
| Ground Clearance | 13.5 in. |
| Fuel Capacity | 1.9 gal. |
| Weight (curb, claimed) | 228.1 lbs. |
Click here to read the 2022 KTM 450 SX-F Factory Edition Review story in the Cycle News Digital Edition Magazine.
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