2010 KTM 450 SX-F Comparision Photo Gallery

The ’10 KTM 450 SX-F ranks right up with the best from Japan.

Motorcycle USA rides new 2010 KTM 450 SX-F motorcross bike. Read what it is like in our 2010 KTM 450 SX-F Comparison.

2010 450 Motocross holeshot test.

2010 450 Motocross third gear roll-on test.

2010 450 Motocross top speed test.

2010 450 Motocross weight comparison.

2010 450 Motocross exhaust sound test.

Kawasaki continued its dominance once we strapped the bikes on the dyno at Mickey Cohen Motorsports.

KTM showed the most peak torque on the Mickey Cohen Motorsports dyno and it coninues to make the most as revs climb.

New triple clamps grace the front end and our testers were pleased with the feel up front.

A flat, comfortable seat allows for rider movement in the cockpit.

The first difference obvious difference with the SX-F is that it still uses a carburetor. It’s the only 450 in this comparison still making use of the old, but reliable, mechanical fuel/air mixer.

Race-specific goodies including wave-style braking discs, blacked-out wheels, triple clamps, and frame are abundant.

KTM has done away with a conventional kick start lever, instead opting for the simplicity of e-start - and we love it

The KTM is quiet even under full throttle, due in part to its innovative Header Pipe Resonator System. The system is comprised of a small metal canister that attaches to the titanium header pipe and reduces exhaust noise without compromising overall engine performance.

Straight up, you won’t find a more solid mount, even compared to the ultra-stable Kawasaki.

The Austrians’ use of the Brembo braking system is head and shoulders above the competition. The level of feel at both levers borderlines on insanity - in a good way - allowing you to trail the brakes into corners with the most confidence of any bike.

The SX-F is the only 450 in this test to still use a carburetor. It worked great with spot-on throttle response at Racetown 395.

The KTM is one of the fastest, most stable, and ultimately fun motocross bikes we’ve ever tested.

Pin the throttle and the KTM’s engine doles out a ridiculously flat spread of power, and we mean that in the best way. Despite not employing electronic fuel-injection and instead relying on a Keihin FCR 41 carburetor, jetting and throttle response were spot-on in the high desert elevation at Racetown.

Despite employing e-start, and all the things that go with it including a battery and an electric starter motor, not to mention carrying the biggest fuel load (2.2 gallons), the KTM weighs less than both the Kawasaki and Yamaha at 249 lbs with a full tank of gas.

Its lively handling manners are one of its strongest attributes. Riders had no issues placing the bike where it needed to be - even super tight inside ruts weren’t a problem for the Orange machine.