Jump into your riding “armor”, put your helmet on and get ready for adventure because the KTM 450 XC-F is ready to follow your lead with obedience.
The motorcycle has a pretty long history behind it, but despite the fact it was considered by many riders one of the most capable models in its class, KTM still decided that it’s time for some upgrades.
Thereby, the 2013 version comes with a set of important modifications which boost the 450 XC-F’s performances to new levels.
One of the most important upgrades is the new engine which is significantly lighter than the previous model. Then, there are the upgraded suspensions the unique design of the frame and of course, the sporty WP suspensions.
All these features make the 2013 KTM 450 XC-F one of the most reliable, fast and agile bikes from the dirty tracks and it proves once more why KTM is considered a benchmark in its class.
Hit the jump for more information on the KTM 450 XC-F.
The brand new 2013 KTM 450 XC-F features a completely new, significantly lighter engine, featuring groundbreaking injection technology that guarantees brutal yet controllable power. Packed into a chassis, which has been improved massively in terms of bodywork, frame and suspension, the 2013 KTM 450 XC-F sets a new benchmark among the 450 four-strokes in terms of performance and maneuverability with its easy handling.
Less weight, less maintenance. But, because you can’t save on everything, the 449.3 cm³ (27.418 cu in) sohc sx-f engine offers one major plus: more power. If you combine the 4.4 pounds saved (over the previous generation carburated engine) by the more compact design with the unbelievable 60 hp, you end up with unparalleled power development and handling previously unheard of in the 450 class.
This is precision engineering: a cylinder head reconfigured for optimal fueling characteristics with a very broad rev range. In this extremely compact and lightweight construction, only one camshaft specially designed for the ktm xc-f actuates four titanium valves via weight-reduced rocker arms (dlc-coated on the intake side). Together with ultra-light valve springs and spring retainers, a maximum engine speed of up to 11,500 rpm can be achieved for maximum power.
The crankshaft on the new ktm 450 xc-f with a 63.4 mm (2.496 in) stroke is equipped for 2013 with a revolutionary plain bearing in the lower conrod eye. This means that the conventional needle bearing is replaced by 2 press-fit bearing shells in the ultra-light pankl connecting rod, which run directly on the crankshaft’s additionally reinforced crank pin. The sliding bearing is supplied with oil directly from the pressurized oil circuit via the crankshaft. In other words: no problem when it comes to rev limits, and the need for servicing the crankshaft is halved. And, because the gyrating mass has been reduced, the bike has more bite and it’s even more agile and dynamic.
The modern frame design of lightweight, high-strength, chromoly steel section tubes guarantees an ideal mix of longitudinal and torsional stiffness, resulting not only in easy handling and precise steering behavior, but also in excellent ride stability. The four-stroke frames in my 2013 feature a stiffer frame triangle and thinner-walled down tubes. This leads to an improvement in tracking stability (increased torsional stiffness) accompanied by a reduction in weight. The engine braces to the cylinder head have also been optimized, along with their attachment to the frame. The frame features a new color on the 2013 ktm 450 xc-f and it is the benchmark in terms of weight and stability.
The further improved 48 mm (1.89 in) upside-down fork featuring closed-cartridge technology has been optimized with completely revamped xc settings developed in the united states for perfect harmony with the new frame and engine. The new oil is significantly more wear-resistant and guarantees more consistent damping throughout both the course of a race and the bike’s life cycle. A new lower triple clamp is 80 g (2.82 oz) lighter and, just like the upper triple clamp, cnc-machined from high-quality aluminum, whereby the steering characteristics. And hence. The responsiveness of the fork have been noticeably improved.
The cast alumiium swingarm has been developed with state-of-the-art calculation and simulation software and constructed, in terms of design and wall thickness, for minimum weight with optimum stiffness and sufficient flex. For the 2013 model year, engineers have redesigned the rear section of the swingarm to allow installation of a thicker rear wheel axle (25 mm (0.98 in) instead of 20 mm (0.79 in)) for the benefit of better tracking stability. Moreover, they have succeeded in reducing weight by more than 100 g (3.53 oz) by revising the bolts, cups and nuts on the linkage.
A dds clutch (damped diaphragm steel) with a wear-free steel cage is fitted to the new ktm xc-f engine, allowing use of thin steel discs for minimum overall width. The diaphragm spring, which preloads the package, not only reduces the operating force required to pull the clutch, but also provides space for integrated hub damping. The result: more traction and protection for the transmission. And with hydraulic clutch actuation from brembo, the rider has everything under control right from the start.
Every milli-second counts when starting. That’s why the new ktm 450 xc-f can also be started simply at the press of a button. This is an invaluable benefit in the heat of racing.
Visually the completely revamped bodywork indicates that the 2013 model year represents a new xc generation. Above all, the ergonomics and function of the plastics have been designed in such a way that the whole chassis and engine package forms a perfect harmony with the rider down to the very last detail. The translucent fuel tank and spoiler have been restyled along with the airbox cover and the front fender, including the front number plate. A particular highlight is the new front fender, which has no ribbing on the inside, thereby preventing mud build-up. A pioneering structure and improved attachment of the fender to the triple clamp result in up to 50% greater lateral stiffness.
|Design||1-cylinder 4-stroke engine, water-cooled|
|Displacement||449.3 cm³ (27.418 cu in)|
|Bore||95 mm (3.74 in)|
|Stroke||63.4 mm (2.496 in)|
|Starting aid||Electric starter|
|Gearbox||5-gear, claw shifted|
|Engine lubrication||Pressure circulation lubrication with two Eaton pumps|
|Cooling||Water cooling, permanent circulation of coolant by water pump|
|Clutch||Multidisc clutch in oil bath/hydraulically activated|
|Ignition||Contactless controlled fully electronic ignition with digital ignition adjustment|
|Frame||Central tube frame made of chrome molybdenum steel tubing|
|Fork||WP Suspension Up Side Down 4860 MXMA CC|
|Shock absorber||WP Suspension 5018 BAVP DCC|
|Suspension travel Front||300 mm (11.81 in)|
|Suspension travel Rear||317 mm (12.48 in)|
|Brake system||Disc brakes, brake calipers on floating bearings|
|Brake discs - diameter Front||260 mm (10.24 in)|
|Brake discs - diameter Rear||220 mm (8.66 in)|
|Chain||5/8 x 1/4"|
|Steering head angle||63.5°|
|Wheelbase||1,495±10 mm (58.86±0.39 in)|
|Ground clearance, unloaded||375 mm (14.76 in)|
|Seat height, unloaded||992 mm (39.06 in)|
|Total fuel tank capacity, approx.||9 l (2.4 US gal)|
|Super unleaded||(ROZ 95/RON 95/PON 91)|
|Weight without fuel, approx.||109.6 kg (241.6 lb.)|