2016 KTM New Model Information

What You Really Want To Know About  The 2016 KTMs

Well the information dropped and the usual suspects cut and pasted the information all over the internets here are a couple of links to that garble if that is what you want:

http://www.dirtrider.com/features/first-look-2016-ktm-xcw-exc-and-freeride-off-road-models/

http://www.vitalmx.com/photos/features/First-Look-2016-KTM-SX-Models,38506/2016-KTM-125-SX,83572/GuyB,64

http://racerxonline.com/2015/05/19/ktm-reveals-all-new-2016-sx-bikes

But here we’ll break it down to the important stuff–a quick hit of the major news. And when we get our hands on images of the XC’s, we’ll be sure to get them up for your viewing.

The SX and XC’s (most of them) are all new and adopt the changes we saw in the Factory Edition’s released in 2015.5. The XC-W and EXC’s get small changes and stay mostly the same.

For the SX and XC bikes in the line, there are huge changes and a few surprises. Most of it suspected from the release of the 2015.5 Factory Editions, where KTM shows its hand so they can race those bikes within the production rules and also offers regular customers a pricey option to get some of the stuff first and flashy.

All of the SX and XC four-strokes, 450, 350 and 250 plus the 125 and 150 two-strokes get all-new engines and all-new frames just like the Factory Editions. That chassis is shorter with 20% higher torsional rigidity with 30% less longitudinal stiffness compared to the old frame. A 0.4mm steeper steering head angle and 10mm shorter wheelbase make for a more aggressive handling package on paper.

The 450cc four-stroke SX and XC engine basically gets a shrinking job to the die-cast engine cases for a more centralized shaft configuration and extremely compact design. The crankshaft position is moved 7mm higher and 9mm backward to tighten everything up in conjunction with some of the circular parts getting trimmed in diameter too. Overall the engine is 23mm shorter, 9mm lower and 23mm narrower which means lighter weight and allows the chassis designers more room to work with. The SX is a five-speed while the XC has a semi-wide six-speed gear box.

For the 350 and 250 four-strokes, they are basically the exact same engine architecture with differing displacements and a reduction in size and weight.  A similar strategy of tightening up the parts of the motor while dropping a claimed two pounds in the process.  A 6mm higher crankshaft position and 6mm shorter connecting rod combine with the clutch shaft position being moved 11.1 mm back and 26.9 mm up makes for an engine that is 20 mm shorter overall.

The 125/150 two-stroke shows KTM is serious about the pre-mix crowd with an all new design that shares very little with the past engine. The die-cast engine design is lighter and more compact with the clutch shaft 27mm higher and the crankshaft is 37mm higher for an overall smaller engine. We’ve seen this relocation a few years back on the KTM 65SX. The weight has been reduced by a claimed 1.3 pounds and the cases have been designed for the possibility of an electric starter. Currently there is no news of a 150XC, where this application might be added. The new engine is thrown into the new chassis as well which will make for an even lighter and more compact bike. Power on all two and four-stroke motors is claimed to be boosted in every area on dyno curves included in the press kit. Real world testing will have to verify those but in the past KTM have been very accurate with this information if they choose to show it.

All of the bikes in the new chassis get an upgraded WP shock that has a larger reservoir and a revised shock shaft that is smaller in diameter inside the body where the shock’s piston is attached. This allows for a different piston design and better control of the shims attached for valving control.

A big change is the use of a rubber-mounted handlebar tripleclamp on the SX/XC bikes for increased rider comfort. The clamp will offer only two different positions compared to the four available with the solid mount previous. Galfer brake rotors are new and very light looking. ODI designed clamp-on grips and throttle tube shows KTM looking for some of the best innovations and bringing them onto the bikes. And even the engine management computer is upgraded with a map select switch that includes a start specific (launch control) setting through the handlebar mounted switch.

The EXC and XC-Ws have moved to the smaller diameter front axle, from 26mm to 22mm. With this comes some changes to the tripleclamp offset  and the trail but overall they are to keep the same handling characteristics the bike already had.  The front fork protector is changed as is the color of the headlight shell, some styling changes round out the package.

We would expect big changes to the EXC and XC-W bikes in 2017 if history and KTM’s typical path of quickly adapting the latest technology to all of it’s bikes continues. But since the changes to the chassis is so centered around the linkage the trail KTM’s might be on a different path. Especially the 250/300cc two-stroke.

Since the 250 SX is really unchanged and out of place in this lineup, we suspect KTM has some big plans for the popular model that would start with a revolutionary new motor. This is pure speculation but you have to say something controversial to get everyone talking… We pressured a KTM representative said, “Our 250SX is already perfect, why would we go and  change it?”

We’ll be riding a bunch of these new bikes (SX and XCs) at a press launch the first week of June to give you a report on how the knobbies hit the dirt. We suspect the bikes will be insane as they are already class leading in a lot of areas. Just when you thought it was safe to go back into your KTM dealer…