2016 KTM 350 SX-F - First Impression

After getting our hands on and testing the 2015.5 KTM 450 Factory Edition we heard rumblings that the 2016 KTM 350 SX-F would get the same refinements and diet the 450 FE did. Our Editor in Chief Chris Denison got to test ride the complete lineup of KTM motorcycles in early June in Indiana. Although he only got a short amount of time on the new 2016 KTM 350 SX-F, he came away impressed with all the changes the mid sized pumpkin had to offer out on the track. We recently received our 2016 KTM 350 SX-F test bike for a complete evaluation, but we know how impatient some of you Dirt Riders can be. So, here is just a slice of Dirt Rider 2016 KTM 350 SX-F Test pie to hold you over. Below are a few things we thought you would want to know about the new KTM 350 SX-F compared to the 2015 model just after a few hours. We will be continuing to log more testing time on the KTM, so look for a more complete in-depth test in the October issue of Dirt Rider Magazine.

Engine: Can you lug the engine? Does it rev? Yes, to both of those questions. This is the beauty of the 2016 KTM 350 SX-F, it can please a wide range of riders. The 2016 model does have a little added torque down low coming out of tight corners (compared to the 2015 model), but what you feel immediately when you accelerate on the track in the engine character is a free feeling. Throttle response is instantaneous and letting off of the throttle the 2016 produces very little engine braking. It revs up quickly and is exciting to ride. Yes, almost all 450's do have more grunt right out of corners, but we are willing to bet that the 2016 KTM 350 is as good as a 2015 CRF450 right out of the hole. Mid-range is where you better start tightening up your grip. If you're not careful while rolling the throttle on, shifting into third gear, it can get away from you and that is on the standard ignition map setting (more on that later). Screaming into the top end is where the 2016 KTM 350 SX-F will smile and ask for more. You want to leave it in second down a short straight because you're too lazy to shift? That's okay, the KTM will oblige. Or maybe you do want to shift and let the 350 to pull that next gear. The mid sized bike can do that as well. Massive amounts of over-rev are available upon request but we actually shut the throttle off before we ever reached its limit. Both of our test riders agreed, there was more than enough power to clear every obstacle from every inside line with just a little fan to the clutch. Less vibration is noticed when the engine rpm go up with the 2016 model, which is nice on the hands and feet. We tried both ignition map settings (stock and aggressive) and we chose to stay in the stock map most of the day. When we tried the aggressive setting we felt the bike was almost to responsive down low when the track was overwatered or after it dried out. We felt we had more traction and forward bite with the standard ignition map. Also, the top end and over-rev didn't quite pull as long with the aggressive map, which made us shift more around the track.

Chassis: The 2016 KTM 350 SX-F received most of the same changes the 2015.5 450 Factory Edition did and all of the changes can be felt on the track amazingly quickly. The weight reduction can be felt in the air and also when you have to pivot the rear end around mid corner. Straight-line stability is slightly better than the '15, even though the bike is lighter. The '16 model leans into the ruts better and can lay over easier than the '15 model does thanks to its lightweight, and weight-centralized feeling. Another smaller feature but equally cool are the footpegs that do not get packed in with mud when you do happen to lay it over in those ruts deep. The wide profile pegs with larger openings let the mud fall away, rather than pack inside the hinge area and leave you with a hung-up footpeg.

Suspension: Here is where it usually starts to go downhill with the KTM models. The suspension on the KTM models has not been kind to test riders the past few years. Even though we have only ridden the 2016 350 a few hours, it does feel like KTM found some much needed comfort in the WP 4CS fork. The 2016 KTM 350 SX-F forks actually move in the stroke and can soak up choppy terrain fairly well. You can tell that the KTM R&D team went softer on their settings for 2016 and it shows on the track. Faster riders commented that the fork and shock bottom considerably more out on the track than the '15 did, which was a negative. But there is more comfort when the track gets rough and choppy, which was a positive. It's a give and take and we can tell you that we would rather bottom both ends of the KTM more around the track than have deflection or a harsh feeling on braking bumps. This doesn't affect overall balance of the bike out on the track, as both ends are equally as soft, which still leaves a predictable feeling around the track. The 2015 KTM 350 fork felt harsh and the shock felt like it had comfort and that made for an unstable ride when the track turned for the worst. Our novice tester didn't notice the bottoming sensation nearly as much as our faster rider, but we are going to try to add 10cc's of oil to the forks for better hold up coming into corners. We are also going to play with different sag settings to see if we can improve the shock as we continue our test.

Ergos: Sitting on the 2016 KTM 350 SX-F, you will notice you sit more on top of the bike versus in it. The rear end of the bike feels taller than in years past and the rider triangle doesn't feel as spread out. The pumpkin still doesn't feel like a Japanese bike and it does take a little while to get accustomed to the new 2016 feeling. The new seat shape and stiffness is also a step in the right direction. The seat feels stiffer, as we did not hit the seat base when seat bouncing jumps out of corners.

After just a few short hours on the new 2016 KTM 350 SX-F we know that it’s a better 350 than its predecessor. We do feel like the 350cc sized engine should be compared to a 450 and not a 250 model, as its engine character is closer to that of a big bike rather than a small sized one. Be on the look out for the October issue of Dirt Rider Magazine as we break this mid sized bike down even more and find out more of its weaknesses and strengths.

(information below provided by KTM)

Engine:

• The DOHC engine of the 350 SX-F features a completely new construction in order to make it even more compact and powerful.

• New engine cases redesigned to centralize the rotating mass of the crankshaft and clutch while reducing overall length and weight

• Completely reworked Keihin Engine Management System with new 44mm throttle body featuring a lightweight direct-connect design

• New electronic Launch Control for efficient starts and multiple engine maps to control the overall power delivery

• New cylinder head combustion chamber geometry, optimized ports, new camshafts, new timing, new finger followers and new valve springs for improved power and reduced weight

• New lightweight forged bridged box-type piston by CP, new shorter connecting rod mated to a new shorter, stiffer crankshaft contribute to a light engine feel and strong power delivery

• New 5-speed transmission features wider gears with a new surface treatment on the 2nd, 3rd and 4th gears along with a special low-friction coating on the shift forks to provide precise and easy shifting

• New “No Dirt” shift lever prevents dirt from fouling the lever joint to ensure proper shifting in any condition

• New CSS (Coil Spring Steel) one-piece clutch that has been completely redesigned for improved oil supply for better cooling, durability and lighter weight

• New super-compact and lightweight 1.1lb Lithium-Ion starter battery

• New WP flow optimized radiator design features a substantial improvement in engine cooling

• New exhaust header and new lightweight silencer are both designed to increase power and contribute to mass centralization

Chassis:

• New lighter Chromoly steel frame provides 20% higher torsional rigidity with 30% less longitudinal stiffness resulting in improved handling and energy absorption

• New smaller, lighter subframe design made with new aluminum profiles

• New lighter swingarm features a revised internal structure to match the new frame characteristics

• New lighter “No Dirt” footpeg design that provides a larger surface area and features a “scraper” to reduce dirt build-up in the hinge

• New CNC machined upper triple clamp featuring a rubber damping system for the new Neken handlebar and ODI lock-on grips

• The advanced WP 4CS (Four Chamber System) Fork has been specifically designed for Motocross and features revised damping settings optimized for the new chassis

• New generation WP shock has been developed in conjunction with the new frame and swingarm architecture including a new linkage/pullrod system

• Super lightweight Galfer Wave rotors, CNC machined hubs, high-end Excel rims fitted with Dunlop GEOMAX MX32 tires are standard equipment

• New airbox and airfilter design offers maximum protection for the engine while ensuring maximum airflow and providing quick “no tools” airfilter changes

• New ergonomics and bodywork centralize mass, improve handling and rider comfort

Engine Type: Single Cylinder, 4-Stroke

Displacement: 349.7cc

Bore / Stroke: 88.0 / 57.5 mm

Compression Ratio: 14.0:1

Starter/Battery: Electric Starter / 12V, 3Ah

Transmission: 5 Gears

Fuel System: Keihin EFI, 44mm Throttle Body

Lubrication: Pressure lubrication with 2 oil pumps

Primary Ratio: 24:73

Final Drive: 14:50

Cooling: Liquid Cooling

Clutch: Wet Multi-Disc CSS-Clutch, Brembo Hydraulics

Ignition: Keihin EMS

Frame: Central Double-Cradle Type 25CrMo4 Steel

Subframe: Aluminum

Handlebar: Neken, Aluminum Ø 28/22mm

Front Suspension: WP Suspension USD 4860 MXMA 4CS

Rear Suspension: WP Monoshock 5018 BAVP DCC with Linkage

Suspension Travel Front/Rear: 300 mm/11.81 in; 300 mm/11.81 in

Front/Rear Brakes: Disc Brake 260 mm/10.24 in; 220 mm/8.66 in

Front/Rear Rims: 1.60x 21, 2.15 x 19 Excel

Front/Rear Tires: 80/100-21”; 110/90-19” Dunlop MX32

Chain: 5/8 x 1/4 in

Silencer: Aluminum

Steering Head Angle: 26.1º

Triple Clamp Offset: 22 mm

Wheelbase: 1,485mm ± 10 mm / 58.5 ± 0.4 in

Ground Clearance: 370mm / 14.6 in

Seat Height: 960 mm / 37.8 in

Tank Capacity, Approx: 7.2L / 1.9 gal

Weight (without fuel), Approx: 101.4 kg / 223.5 lbs