Comparison test KTM 450 EXC-R against KTM 450 EXC Racing 2007

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Comparison test KTM 450 EXC-R against KTM 450 EXC Racing 2007

Aha-R life

New engine, heavily modified chassis ?? With the R series, KTM is still clearly showing its colors in enduro racing. MOTORRAD compared the new one with its predecessor? and was surprised.

You could have leaned back at KTM. The share of Austrian machines in the German off-road market is currently 56 percent. And with the 450 EXC Racing, what is by far the best-selling sports enduro in this country is also rolling out of the halls in Mattighofen. What more do you want?

According to the KTM technicians, a model that is even more clearly geared towards the needs of enduro sports. Because instead of taking over the dohc engine from the motocross model 450 SX-F, which was only launched in 2007, the men from the Alpine republic designed a brand new drive unit including a heavily revised chassis, the 450 EXC-R, for the enduro clientele. In plain language: A short stroke and a compact cylinder head with a single camshaft keep the dimensions of the new propellant low, and separate oil circuits for the engine (oil volume 0.7 liters) and gearbox (oil volume 0.9 liters) protect the crank and valve train from clutch wear. On the chassis side, wider flanks stiffen the single-loop frame, while a more flexible swing arm is designed to cushion peak loads. And with ?? weighed by MOTORCYCLE ?? The EXC-R weighs 115 kilograms without petrol, which is two kilograms less than the Racing.

Ultimately, the question arises: What is the point? The most objective answer provides ?? especially with said market dominance? a family duel: 4th50 EXC-R versus EXC 450 Racing, model 2007. The latter is a privately owned machine that was used in the Gotz Enduro Cup this season and customized with white plastic parts.

Comparison test KTM 450 EXC-R against KTM 450 EXC Racing 2007

Aha-R life

Seat rehearsal

The old one: KTM 450 EXC Racing.

The seat rehearsal is surprising. The extremely slim knee joint? a trademark of racing ?? the EXC-R no longer has it. Probably in order to increase the tank volume from eight to nine liters on the one hand and on the other hand not to hinder work on the flat slide carburetor by the tank half that has been pulled far down, the fuel tank is more voluminous, so the new one accepts a bit of love handles. In figures: at the knee directly below the nose of the seat, the R has increased by four centimeters in width. Which is hardly noticeable negatively after the first few meters.

Not least because the engine draws attention to itself. The EXC-R immediately liked the mechanically quieter and lower-vibration running of the EXC-R compared to the 2007 unit. The new design exudes a noticeable lightness, revs up more freely and with less effort than the previous engine. Like a thoroughbred crosser, the new one pushes forward vehemently, and the racing unit, which is sluggish in this comparison, clearly shows its limits in this regard. However, this character is not amazing. After all, with a stroke of 63.4 millimeters (EXC Racing: 72 millimeters) and a compression ratio of 11.9: 1 (EXC Racing: 11.0: 1), the EXC-R is trimmed for aggressiveness. Four additional horsepower peak power and a far greater revving make an impact.

Not always positive, however. On enduro-typical slippery or stony terrain, this potent bite quickly turns into a tricky controllability. If you do not carefully turn the throttle and let the engine chug through the low-traction area, you will quickly lose traction. In comparison, the predecessor behaves like a model student, plowing on even on the most disgusting underground with little stress. So far, quite a few amateur pilots have felt overwhelmed by the pressure of the 450 EXC Racing, which is easy to control in direct comparison, and switched to the weaker 400 cm version.

Heavily revised

KTM

The new one: KTM 450 EXC-R

The heavily revised chassis, on the other hand, scores across the board. With the frame shortened by one centimeter behind the steering head, there is noticeably more weight on the front. And that’s good. Instead of acting nervously and wobbly like the EXC Racing with a slight front end, the EXC-R now threads into every adjacent area with millimeter precision, no longer pushes the front wheel outwards on smooth terrain and remains stable on course when accelerating. On a dry meadow course similar to a tortuous special stage, the EXC-R doesn’t give its predecessor the slightest chance, circling faster than it around the course with every attempt. On fast straights, however, the EXC-R remains true to the KTM tradition and fidgets uneasily with the handlebars. In terms of suspension, the two don’t give each other much. The very good response of the fork and the proper coordination of the shock absorber on the EXC-R shouldn’t hide the fact that the quality fluctuations from the supplier WP Suspension can be considerable.

There are only minor differences in the braking systems. The front Brembo stoppers, which were unchanged when the model was changed, have been setting the bar in terms of effectiveness and operating force for years. In terms of rear brake, the point in the criterion of controllability goes to the EXC-R, whose rear breaks out much less strongly than that of the racing when braking hard. By the way, another aspect that ?? against the background of the unexpected engine characteristics ?? helps on the question "What’s the point?" Ultimately, to give a positive answer: faster lap times and more fun.

The victory on points clearly goes to the EXC-R, although the new one is not ?? as expected ?? uses their independent concept for a gentle, typically enduro-style orientation, instead, rather has the results in the motocross-oriented multi-hour enduros in its sights. Above all, experienced drivers will appreciate the powerful engine and the successful chassis, but also in classic enduro sports. And what about the mass of amateur pilots? They can look forward to the new chassis? and should work on the fine motor skills of their gas hand in the future.

Technical specifications

engine

Water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves, wet sump lubrication, flat slide carburetor, Ø 39 mm, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, chain.

Bore x stroke 95.0 x 63.4 mm
Cubic capacity 449 cc
Compression ratio 11.9: 1
Nominal power k. AT..
Max. Torque c. AT..

landing gear

Central tubular frame made of steel, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, front disc brake, Ø 260 mm, double-piston Floating caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.
Spoked wheels with aluminum rims 1.60 x 21; 2.15 x 18
Tires 90/90 21; 140/80 18
Tires in the Metzeler 6 Days Extreme test

mass and weight

Wheelbase 1481 mm, steering head angle 63.5 degrees, spring travel v / h 300/335 mm, seat height * 960 mm, weight with empty tank * 115 kg, tank capacity 9.0 liters.

Price / additional costs

8445/250 euros

MOTORCYCLE conclusion

The victory on points clearly goes to the EXC-R, although the new one is not ?? as expected ?? uses its independent concept for a gentle, typically enduro-style orientation, instead, rather has the results in the motocross-oriented multi-hour enduros in its sights. Above all, experienced drivers will appreciate the powerful engine and the successful chassis, but also in classic enduro sports. And what about the mass of amateur pilots? They can look forward to the new chassis? and should work on the fine motor skills of their gas hand in the future.

Data KTM 450 EXC-R

Engine:
water-cooled single-cylinder four-stroke engine, an overhead, chain-driven camshaft, four valves, wet sump lubrication, flat slide carburetor, Ø 39 mm, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, chain.

Bore x stroke 95.0 x 63.4 mm
Cubic capacity 449 cc
Compression ratio 11.9: 1
Nominal power k. AT..
Max. Torque c. AT..

Landing gear:
Central tubular frame made of steel, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, front disc brake, Ø 260 mm, double-piston Floating caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.
Spoked wheels with aluminum rims 1.60 x 21; 2.15 x 18
Tires 90/90 21; 140/80 18
Tires in the Metzeler 6 Days Extreme test

Mass and weight:
Wheelbase 1481 mm, steering head angle 63.5 degrees, spring travel v / h 300/335 mm, seat height * 960 mm, weight with empty tank * 115 kg, tank capacity 9.0 liters.
Price / additional costs 8445/250 euros

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