Orange Crush

ORANGE CRUSH

KTM's 2011 350 SX-F game-changer

RYAN DUDEK

KTM’S ALL-NEW 350 SX-F WAS BUILT WITH AN ambitious goal: to be the ultimate motocrosser. That’s a bold objective, as the way racing classes are currently structured, this “ultimate” 350 has no choice but to compete against 100cc-larger 450cc machines.

Given that disadvantage, one might think KTM had undertaken an impossible task. The SX-F has, however, already proven its merit with factory rider Mike Alessi grabbing the holeshot and winning the second 450cc-class moto of the year at the Hangtown AMA Motocross Championship season-opener. In the early rounds of the MX1 World Championship, 350 SX-F rider Antonio Cairoli was leading the points.

So, how does the 350 stack up against the competition? Oddly enough, it doesn’t feel any more like a 250F than it does a 450F. Basic arithmetic tells us the 350cc machine lands smack dab in the middle without paying favor to either displacement—it has its own character. Sure, there are similarities that remind the rider of bikes from those well-established classes, like how it whips into corners with almost the same ease as a 250 or how it accelerates like a 450. But don’t be fooled: The 350 SX-F clearly is in a category of its own.

Brought to life with the simple touch of a button (a kickstarter is optional), the compact, dohc 350cc engine has an 88.0 x 57.5mm bore and stroke, and four titanium valves with finger-follower actuation that allow a 13,000-rpm rev limit.

The exhaust note is meaty and screams power without busting your eardrums. Acceleration is not arm-stretching like on some 450s, but the engine lays down tractable output. The Keihin injection delivers spot-on fueling all the time. The 350 likes to be revved 250F-style, but it will also pull hard when running a taller gear, something that tends to make 250s bog.

As with all KTM SX models, the 350 uses a hydraulic clutch. Lever pull is a little heavier than on a 250 but the clutch engages precisely. The new five-speed gearbox was well-suited to the tracks we rode.

Light and agile compared to a 450, the 350 benefits from reduced rotating mass in the engine, giving the rider more directional control, as well as less fatigue at the end of a long moto. It’s not as nimble as a 250F, but the 350 is highly maneuverable in turns, in the air or when ridden close to the limit. A little less weight would make the balance ideal. At 232 pounds dry, it weighs 5 lb. more than Honda’s CRF450R and 10 more than the heaviest 250 four-stroke MXer.

Comfortable ergonomics are a product of an ideal seat height and bar position, making the 350 feel completely natural. Despite its 2.0-gallon fuel capacity, the tank remains narrow between the knees. After just one photo pass, 1 felt like I had been riding this bike all day.

As for the new linked shock, its performance feels “Japanese,” which is a good thing. It’s not outstanding, but the rear end works predictably, with the right amount of squat mid-corner, good tracking on exits and with progressive damping on small bumps and big hits.

Is the 350 SX-F the wave of the future? it definitely hits a sweet spot. At $8499, buyers will pay a slight premium over the 450cc competition, but for those looking for nearly ideal balance, it’s a great new choice.

CW RIDING IMPRESSION