Which Bike Is Best For You? 2021 KTM 450 SX-F Vs. Husqvarna FC450

The average shootout format seems to be an outdated model to me. Don’t get me wrong, I like doing shootouts, as well as viewing their rankings after all is said and done, but is it really telling you, the potential consumer, what you want to know or is it more of a scene on the side of the freeway that you just have to look at? I have done shootouts for 20 plus years and although fun and interesting to do, I just don’t know if it’s something that gives buyers the most information in these ever changing times. Just because a certain bike wins a shootout doesn’t mean it’s the best bike FOR YOU! I get countless emails about which bike is right for me and most of them say that they watch every shootout video, but they still can’t decide. So if you are one of these potential consumers that still can’t make up his or her mind, then this article can help you hone in on why a certain bike could be right for you. As a production test rider for several manufacturers over the years, I am wired to think about all different types of riders when I evaluate a certain machine. In this article I will try to break down each machine, which one does certain things on the track better than the other and hopefully give you more purchasing knowledge on which way you’re directing your hard earned money. We will be doing these types of matchups with other machines down the road, but we hope this gives you a more clear cut path on if one of these two machines are right for you. 

Why KTM Vs. Husqvarna: I picked these two because let’s face it, most of you out there think these two machines are the same, however when I ride these bikes back to back they don’t feel that similar. The Husqvarna is lower to the ground compared to the KTM (10mm lower) so handling feels different. The engine character varies because of the subframe/airbox differences and the suspension setting/bump absorption doesn’t feel the same due to, you guessed it, swingarm and valving differences. Each have specific traits about them that are better than the other and we are here to break those down for you. Even if we do break all of the nuts and bolts down to you, it’s up to you to know what type of rider you are. Are you a front end steering rider? Do you like an exciting or smooth engine character? How often do you ride? Do you just ride or do you race occasionally? These are the questions you should be asking yourself before you spend 10K on a new dirt bike. 

What Is It Like To Ride A 2021 KTM 450 SX-F?

Engine Feel: The KTM has more roll on low end power and throttle response than the FC450. The KTM does feel lighter in tighter areas of the track, but feels similar to the FC450 through the mid range. However, top end doesn’t pull quite as far as the Husqvarna nor does the KTM feel like it revs out as far as the FC (in map one or two). Engine vibration is more noticeable with the KTM, but to me the KTM’s ECU feel just has more crispness and a cleaner feel throughout the RPM range. If you’re looking for massive amounts of torque feel on the track, you’re looking at the wrong color, but if you want an easy to ride 450 that you can actually manage, this orange bike is best in class in that category. 

Chassis: If you're a current KTM owner you know that it takes more time to break in the 2021 steel frame compared to a Japanese aluminum framed motorcycle. I only around 10 hours on this chassis, but it literally took me almost 7 hours to feel completely broke in. The Husqvarna feels more forgiving sooner than the KTM frame. The KTM turns better in area 2 of the corner compared to the FC, but the Husqvarna does have a little better side to side movement than the orange bike does due to the lower feel of the white bike. Straight line stability on the KTM is not the best of the 450 bunch, but not the worst neither. You can drop the WP XACT fork down to the first line (2.5mm up) like I did to help straight line stability. 

Suspension: WP has changed their settings for both manufacturers in 2021 as the two brands each has proprietary settings. The KTM has a firmer feel that I prefer because when I start pushing the orange machine it simply has less movement for my liking. Going up to an 11 bar reading on the AER fork as well as a slightly slower rebound setting really helps calm the front end down coming into corners and lets front end steering riders enjoy their technique more around the track. The rear end is not as finicky to set up as the front so going to a 104-105mm of sag along with a slightly stiffer low speed compression setting on the shock will be something that riders 170 pounds and over will appreciate. If you’re over 200 pounds, going to a heavier shock spring will help balance under acceleration. 

What Is It Like To Ride A 2021 Husqvarna FC450?

Engine Feel: The Husqvarna FC450 has a smoother roll on power than the KTM and less low end excitement. The airbox as well as the muffler is a little different on FC and to me these two parts are the reason for a more connected/smoother corner exit feel. Mid range however the FC450 starts to show you why it’s one of the most seamless power deliveries in the 450 game. The Husqvarna has a wide mid range that allows longer second and third gear shift points, that the KTM doesn’t quite have. Top end/over-rev also pulls slightly longer than the KTM spread and vibration of the engine is not as apparent. It might build RPM’s too slowly for some 450 sized riders, but lighter riders will appreciate the engine character. The ECU setting although better for 2021, just feels different than the KTM. It still has a slightly rich feeling overall and maybe with the new “ECU Tool” that KTM/Husqvarna will be coming out with, can help some of the Husqvarna’s low end laziness. 

Chassis: Having the lowered 10mm suspension setting is noticeable the moment you hit your first corner. The Husqvarna feels lighter in area 1 of the corner, but needs more engine excitement for area 2 (when getting on throttle). Area 3 of the corner however, the rear end of the FC450 feels more planted than the KTM. I get more rear wheel traction out of corners as the overall feel of the Husqvarna does feel lower to the ground under throttle. Straight line stability is better on throttle with the Husqvarna, but to me, off throttle, the KTM holds up better, which allows me to charge into corners harder. 

Suspension: Husqvarna/WP will tell you that they set up their 2021 suspension settings for the average consumer that wants comfort out of their motocross machine. They succeeded in getting less mid stroke harshness (de-cel) out of the AER fork, but to me the setting is still too soft. I also understand that I am not the target consumer Husqvarna is trying to market this bike to, so I took this into consideration. The action of the fork is smoother feeling than last year’s fork setting, moves less in the stroke, but gives the rider a considerable amount of front end traction (for an air fork) on braking bumps. This new lower 10mm AER fork will feel low if you’re a heavier or aggressive type of rider, so going up to10.9 bar would be in your best interest. Slowing the rebound down a couple clicks on the fork will also slow the action down a little even more and keep it from diving too much on jump faces and g-outs. Also don't forget to bleed your AER fork before every ride. Yes, it has bleed holes. I noticed the Husqvarna is more temperamental to this. 

The WP rear shock still likes a sag of 105mm, but the overall feel of the shock is slightly empty feeling (soft) at the end of the stroke. If you’re slamming into steeper jump faces or g-outs you will bottom out and see rubber marks under the rear fender fairly quickly. If you’re experiencing a lot of this, stiffening your high speed compression a quarter turn and turning in your low speed compression a couple clicks will help the shock’s end stroke feel. What the 2021 rear shock does do better than the 2020 is offer more rear wheel traction on acceleration bumps. The rear wheel drives through square edge chop better and doesn't give the rider a sticky feel like the 2020 shock did. The lowered Husqvarna setting to me benefits lighter or shorter riders much better than the KTM.   

Which Bike Is Right For Which Type Of Rider? 

Even though both of these bikes are great machines we put our thinking caps on and thought of a few different types of riders. Below is a list of a few labeled riders, so if you think you can relate to one of these riders below, picking the correct color should be made easier for you. However, if you still can’t make a decision after viewing these, my door is always open at kris@keeferinctesting.com. Maybe I can help you further. 

Vet Rider (Less than 200 pounds): Husqvarna FC450

 Vet Rider (More than 200 pounds): KTM 450 SX-F

 Aggressive Light Rider (under 170 pounds): Husqvarna FC450 

Lugging/Lazy/Smooth Type Of Rider(Gear High): KTM 450 SX-F

 Ergonomics For The 6’0 And Under Rider: Husqvarna FC450

 Ergonomics For The 6’0 And Over Rider: KTM 450 SX-F

 Front End Steering Rider: KTM 450 SX-F

 Rear End Steering Rider: Husqvarna FC450

 West Coast MX Rider (Less Loamy Dirt/Square Edge): Husqvarna FC450

 East Coast MX Rider (Loamy/Soft Dirt/Bigger Bumps): KTM 450 SX-F

 Off-Road/GP Rider: Tie/Husqvarna FC450/KTM 450 SX-F

Who Wins The Durability Test? I have ridden both of these machines a lot and will say that both of these machines have been great, but to me KTM has a less chance of breaking. I have broken one sub-frame on a Husqvarna FC450, but past that, I haven’t had any problems with the FC. Both machines require you to check engine mount bolts as well as sprocket bolts so get your blue Loctite ready!  The life on the clutch of the KTM is unbelievable as I can get up to 30 hours on a clutch (and I am hard on clutches). Replacing the fuel filter every 10-15 hours or so, in both machines, will prevent any problems down the road with your fuel pump. Rear brake pedal springs absolutely suck on both machines so get yourself a Honda CRF450R rear brake pedal spring and thank me later.   

Who Wins The MSRP/Contingency Battle? The KTM contingency is better than Husqvarna’s at most races in 2021. So if making some money for parts is your think when you race, go the orange brigade route. 

 Who’s Best In Which Category? 

If you’re really dissecting on which part of the motorcycle is most important for you when riding, below is a ranking on who is better (albeit it could only be slightly better) in over 30 categories! Again, there is no winner or loser in this test, but it’s about which bike is best for you!

 ENGINE:

 Low End Power: KTM

 Mid Range Power: FC/KTM

 Top End Power: FC

 Over-Rev: FC

 Roll On Acceleration (Control): FC

 Throttle Response: KTM

 FI Setting: KTM

HANDLING:

 Straight Line Stability: FC

 Turning/Cornering: KTM

 Steer Effort (Low Speed): FC

 Steer Effort (High Speed): FC

 Maneuverability: KTM

 Weight Feeling: KTM

 C.G. Feeling: FC

 Weight Bias: KTM

FORK:

 Comfort: KTM

 Performance: KTM

 Bottoming Resistance: KTM

SHOCK:

 Comfort: KTM

 Performance: KTM

 Bottoming Resistance: KTM

BRAKES:

 Front Brake Power: KTM

 Front Brake Feel: KTM

 Rear Brake Power: KTM/FC Tie

 Rear Brake Feel: KTM/FC Tie

RIDING COMFORT:

 Machine Size: KTM has a roomier rider triangle and feels slightly narrower feeling

 Handlebar Feel: FC has Pro Taper, much better bar. 

 Grips: FC/KTM 

 Seat Position/Height: FC/KTM

 Seat Shape: FC/KTM

 Seat Stiffness: FC

 Leg Room: KTM

 Vibration: FC has less vibration feel

 Engine Noise: FC is quieter 

50 Hours On The 2019 KTM 450SX-F

I have been hammering down a lot of motos on the 2019 KTM 450SX-F before it has to make its way back to the KTM offices to make way for the 2019.5 KTM 450 Factory Edition. There are still some consumers out there that are concerned about KTM’s durability and wonder if you can trust the Austrian machine over the course of several hard hours. Well to try and give some real world feedback, I have purposely been a little “over abusive” on this particular test steed to see if in fact we can trust the KTM engineers and their R&D department. I have just went over the 52 hour mark last week and have accumulated over 20 of those hours in the past three weeks on rough test tracks near my home. This KTM 450 SX-F has seen its fair share of the testing workload on many parts, accessories, and product evaluations in its 50 hour lifespan. A 50 hour engine, on my scale, is like a 75-80 hour engine on a regular blue collar average racer/rider. If you’re looking for shiny new photos of the 2019 KTM 450 SX-F you came to the wrong place. You might as well go hit the back button and look at the 2019 450 MX Shootout photos because these pictures are of a work horse and not a show pony. Below are some of the key points I wanted to share with you current 2019 KTM 450 SX-F owners and maybe potential KTM buyers about our test unit. 

Engine/ECU Settings: KTM’s R&D department is well aware that they may have missed the mark on stock ECU settings on the 2019 KTM 450 SX-F, but that doesn't mean you should just dismiss this engine. Some “other” media outlets are claiming that it’s too difficult to ride with the rich down low and lean up top feel of the standard ECU setting. There are a couple things to consider here: one that this engine does take some time to break in and feel like it should and two it does get slightly better with some time. Let me explain… When you first get your KTM 450 SX-F and ride her it may feel very tight, sluggish off the bottom end, have some de-cel pop, and may even flame out on you in corners. Some of these symptoms die off after 8-10 hours of riding time on the engine. I used the stock ECU box/settings for the first 16 hours and I had some of those symptoms until around hour 9, then the de-cel popping went away and also some of that sluggish feeling coming out of corners. The rich feeling still seems apparent under low RPM’s no matter what, but KTM is aware of this and will be making some changes to the ECU come factory Edition time. So does that mean you current 2019 KTM 450 SX-F owners are screwed? No. I just wanted to make it clear that this bike is very much rideable in stock form without a ECU re-flash. 

If you DO NOT want to spend the money on a Vortex ignition you can get your standard box re-flashed from Jamie at Twisted Development or Chad at XPR Motorsports. Both of these companies have a better ECU setting for you current orange brigade riders out there. Either one of these guys have a map that gets some more excitement and a cleaner air fuel setting to make the power even more useable. If you DO want to spend the extra $800.00 or so, the Vortex is simply magic for this engine. The engine delivery still remains so smooth yet easier to ride and increases the use of second and third gear. Going to the Vortex ignition gives you the option to ride with less effort while deceasing your lap times because the workload is simply less with the power character the Vortex gives the orange machine. I repeat you DO NOT have to have the Vortex to make the KTM 450 SX-F engine better! You can save some money and re-flash your current ECU!

What about durability once you go with a Vortex ignition? I have yet to have any durability issues with going to an aftermarket ECU that is correctly mapped from either said company above. It is one of the only modifications you can make to your machine that will make a noticeable difference in power without sacrificing the lifespan of your engine. 

What about clutch life? I am notoriously hard on clutches and I usually only get 9-10 engine hours on any given Japanese manufacturer clutch, but with the KTM I can almost double my lifespan. The KTM 450SX-F has only seen two clutches in the past 50 hours and I have been letting my engine run on the same oil for 5-6 engine hours at a time. To me that is impressive. I also DO NOT notice slippage under load when the engine gets hot. The hydraulic clutch is something that I have come to appreciate more through the years and although the engagement of the KTM is a little on/off feeling the overall performance of the clutch itself is amazing under heavy race oriented type stress. 

What about engine maintenance? I am not going to sit here and tell you I am some great mechanic and I am busing out valve clearance checks every 20 hours. I did check the valve clearance after 25 hours and they were within spec and I haven't checked them since. Like I mentioned above I have used Blud Racing 10/40 or Maxima Premium 10/40 oil in this bike and have only changed the oil every 5-6 hours. I am usually a 2-3 engine hour oil change kind of guy, but the KTM has held the rigorous amount of riding time that I have put on it. 

Chassis/Suspension: During the course of the 50 hours I spent on this machine I went back and forth with the stock WP suspension and the WP Cone Valve fork/TRAX shock. The Cone Valve fork provided me with more front end traction (under lean angle) and I could just be more aggressive with getting over my front end without it being inconsistent on a longer moto. The TRAX shock has more of a dead feeling than the stock shock yet provided only minimum comfort gains (over stock). The stock WP shock is very good for my weight and for the combinations of trans we ride here in California. If you’re serious about racing and performance than I would recommend this set up. IF you’re a weekend warrior and want to improve your riding, DO NOT worry about this as the stock stuff will be just fine.

I ended up running the stock AER fork for the last 20 or so hours on the KTM just to see if I can push around the track and found out that running the standard air pressure at 10.5 bars, with the compression at 20 clicks out, and the rebound at 14 clicks out was sufficient. This setting provided me the comfort without getting too harsh through the mid stroke during longer motos with bigger braking bumps/square edge. If you find this setting to be a little harsh on your hands and you're around 185 pounds go with a 10.6 bar setting, compression at 24 clicks out and a rebound of 14 clicks out. This will help hold the front end up on de-cel and help with harshness. 

What about the 2019 KTM’s stiffer frame? The stiffer chassis takes some time to get used to if you're coming off of a 2018 model. Don’t be scared off by the 10% increase in torsional rigidity stiffness. Just like the engine, the 2019 KTM 450 SX-F frame took me a little longer to break in to feel some quality bump compliancy (compared to Japanese machines). I see/hear riders complaining about the 2019 frame stiffness, but to me as a long term owner/consumer I prefer this. Why? A couple reasons: one the 2019 has a more positive cornering character than the 2018 does, feels lighter through mid corner, and doesn't feel clapped out at 50 hours! The 2018 frame (at 50 hours) felt worse than a 100 hour Yamaha YZ450F frame. With the stiffer chassis that KTM came out with in 2019, my test bike feels better now than it did when I was at 25 hours. The overall compliancy has softened up a little bit, but not so much where I feel the frame flexing under load like I did with the 2018 chassis.       

Gearing: I have ran the stock gearing, tried going to a 14/52, but have settled on a 13/49 for my final spec that I prefer at most tracks. I liked the 14/52’s traction character out of corners, but I feel like I lost a a little third gear recovery. I like running third gear through corners and with the 13/49 I feel like I can leave the KTM in third gear (with stock ECU) and fan the clutch minimally to get the orange brigade back into the meat of the power. The 13/49 gearing also doesn't hurt second gear pulling power that much to where I am forced to shift earlier than I did with the 13/48. I am fairly certain that Husqvarna will be making that 13/49 gearing change to their 2019.5 Rockstar Edition models as well. Give it a try if you're a third gear kind of rider. Oh and did I mention I have only changed out one set of sprockets/chain? Yep. 

Handlebars/Grips: I have been on a crossbar kick lately, so the Pro Taper Fuzion “SX RACE” bend has been on the KTM 450 SX-F for over half its life. I was in search of a slightly taller bar bend than what comes stock on the KTM (height 79.5mm, 52mm sweep) and a bar that flexed more, so going with the Pro Taper SX Race bend was great for me, especially in corners. I can still get over the front of the bike, but my elbows are up a little more naturally and I feel better when standing on the bike. If you're a crossbar kind of guy, the Pro Taper Fuzion bar has a EVO-ish flex character and will not feel as rigid as some other crossbar brands. Also note that the stock lock-on-grips/throttle tube also can get heavy after around 20 hours, so check your plastic tube for wear. The plastic on the lock on grips can get rough inside and make your throttle pull hard. IF you ware looking to put standard grips on go with a Motion-Pro throttle tube. I prefer plastic tubes more than aluminum ones for flex reasons. I am not a full time racer guy anymore so I don’t need the durability of an aluminum tube .   

Air Filter: Buy yourself a KTM 250SX two-stroke air filter cage because they come without a backfire screen and then go get a Twin Air filter. Just doing this little modification gave me some added RPM response which helps the KTM feel even lighter in tight sections of any given track. 

Wheels/Tires/Axle Blocks: You will have to check your sprocket bolts and spokes religiously, but if you use a little blue Loctite on your sprocket bolts you should be good. You can also increase the rear wheel traction by going with some Works Connection Elite axle blocks that will eliminate the fixed left side axle block from your axle. This allows both axle blocks to float under heavy load (acceleration) and will not give you a binding rear end (harsh) feel. It sounds minimal, but makes a difference on acceleration chop. You can also run your wheel a little farther back if you're changing your gearing to get some added straight line stability that the KTM can use at times. 

Rear Brake Pedal Spring: The stock one sucks! I break my brake pedal spring every 3-4 hours! You either are going to have to load up on brake pedal springs or go with a CRF450R brake pedal spring with the rubber over it (condom style). This helps with the vibration that the spring experiences, so it doesn't break. 

FMF 4.1 Muffler System: I have tried a lot of systems for this bike, but there is only one that I liked better than the stock system. The FMF 4.1 helps bottom end roll on power out of corners, gives you some added mid range meat, and keeps the stock system’s top end intact. You will shed almost 1.5 pounds and the exhaust note is not obnoxiously loud. I leave the insert out of this system and run it how it comes in the box. The KTM R&D team in Austria worked together with FMF to develop this muffler so it ensures that the air/fuel ECU mapping is correct when purchasing this system. Smart. 

Seat: I went with a Selle Della Valle seat for added butt traction out of corners. This seat is really good, but also really hard on your butt! I have been chaffed more times than I can remember, but it keeps you locked in that’s for sure! It also is super durable and takes washings well.