Rather than dressing up the standard SX-F with race parts, the 2027 KTM 450 SX-F Factory Edition and 250 SX-F Factory Edition are an all-new motocross platform, the first in five years. The frame, suspension, engines, exhaust, electronics, and bodywork are new, while the standard 2027 KTM 450, 350, and 250 SX-F models introduced in the spring continue on the current platform. Both Factory Editions reach KTM dealers in December. US pricing has not been announced.
The Factory Editions are a separate model, not a trim level. Little is shared with the standard 2027 SX-F models beyond engine architecture and displacement, the 5-speed gearbox, Brembo hydraulic clutch, wheel sizes, brake disc sizes, rake, fuel capacity, and fuel pump. Even the carryover engine architecture gets new cylinder heads, intake systems, and exhausts. KTM calls the Factory Editions the first models to carry its next-generation vision for the SX-F, and says their technical base will spread through the upcoming SX range.
The 250 SX-F Factory Edition engine is the headline. KTM says it makes more power than any other production 250cc four-stroke motocrosser. An oval Dell’Orto throttle body replaces the standard 250’s Keihin unit. The top end is new, with CNC-machined oval intake ports and a redesigned valvetrain. Compression rises to 15.5:1, and the rev limit goes to 14,500 rpm, the same limit MXGP racers used in 2026. Knock control protects the reworked top end, which also features a precision-machined combustion chamber. The DOHC layout and 81.0 x 48.5mm bore and stroke carry over.
The 250’s engine internals are redesigned for durability and easier service. An intermediate gear in the cam drive stiffens the valvetrain, and a shorter cam chain with a new layout means valve clearance checks and shim changes no longer require removing the chain. Valve springs are revised. The throttle body moves closer to the cylinder head for quicker throttle response, and new crankcases help centralize mass. KTM also improved water pump efficiency and reduced oil consumption. The complete engine weighs 56.8 pounds.
The 450 SX-F Factory Edition gets more power with a broader spread. KTM says the development work focused on stronger low-rpm torque and rideability. The intake port cross-section shrinks by almost 20%, and the cylinder head is revised for better combustion. A new connecting rod and crankshaft assembly are complemented by updated cam timing. The 450’s 44mm Keihin throttle body carries over with a repositioned injector intended to sharpen low-speed response, and knock control is added. KTM hasn’t published output numbers, other than that peak power comes at 10,000 rpm. The SOHC engine’s weight is unchanged at 59 pounds.
Both engines sit 2.3mm higher in the frame. The change is intended to centralize mass, and both bikes use the same new engine mounts. A redesigned shift drum reduces shift lever effort, and the 450 gets a revised ratio gap between 2nd and 3rd gears to cut down on downshifting in slower corners. A simplified cooling layout drops the Y-piece and riser pipe to balance coolant flow between the left and right radiators, an advantage in mud and sand.
A second fuel injector feeds each engine from the top. The new top-feed injector sits upstream, close to a new sealed airbox shared by the 450 and 250, and comes into play from 6000 rpm to support high-rpm output. Both bikes also get a contactless throttle position sensor, which is more precise and suffers less mechanical wear, plus a new atmospheric pressure sensor feeding the ECU.
New exhausts meet the 109 dB FIM and AMA sound limits. The header pipes have resonance chambers built in, three on the 450 and two on the 250, which control pressure waves to reduce noise and improve exhaust flow. KTM says tuning the resonance system smooths the low-rpm and midrange torque curve, where riders need it exiting corners. Muffler geometry, length, and volume are new to match.
A faster Vitesco ECU replaces the standard SX-F’s Keihin engine management. It processes sensor data more quickly and with more advanced algorithms, refining ignition, fueling, and gear-dependent mapping. Instead of cutting ignition for each upshift, the quickshifter now uses a precisely calculated ignition delay to keep torque flowing through the change. The lithium-ion battery is smaller and lighter, and the wiring harness is slimmed down, rerouted away from stress points such as the steering head, and laid in a dedicated cable channel for correct routing after maintenance.
The handlebar switches are new. The map select switch is now a single multifunction button that cycles through traction control, launch control, quickshifter, and engine map settings, with colored illumination at the handlebar showing what’s selected. Brightness has five levels. The start/stop button is reengineered and gains a thumb guidance ridge. A new hour meter ties into the ECU, carries its time-count over automatically when replaced, and includes a service timer.
The chromoly steel frame is all-new. KTM set new stiffness targets aimed at straight-line stability and quicker corner entry and exit, while cutting at least 1.1 pounds. The frame has fewer welds, a two-piece steering head in place of the previous three-piece design, reengineered engine mounts, and a new shock-mounting concept. Redesigned footpegs are meant to resist clogging with mud and rocks. The frame is powdercoated orange and comes with Factory Racing frame protectors. Rake is 26.1 degrees.
The subframe and swingarm are new aluminum pieces. The 2.7-pound aluminum subframe is the lightest KTM has built and saves more than 1.1 pounds over the aluminum-reinforced polyamide subframe of the standard SX-F. The die-cast aluminum swingarm is matched to the new frame’s flex characteristics. A revised chain tensioner allows the wheelbase to be stretched 5mm and tightens tolerances at the 22mm rear axle for wheel changes. A new polyamide skid plate mounts with two front screws and the frame’s integrated brackets.
A coil-spring fork replaces the air fork. Where the standard 2027 SX-F models use the WP Xact AER air fork, the Factory Editions get a new 48mm WP Xact closed-cartridge spring fork with 12.3 inches of travel. KTM says testing from amateur to world championship level favored the spring fork for consistent damping, front-wheel connection, and predictability as track conditions change, while acknowledging it weighs more than the air fork. Net of all the changes, KTM’s figures put the Factory Editions 5.5 pounds (450) and 3.3 pounds (250) heavier than the standard models without fuel. Fork guards get a revised mount to prevent twisting and contact with the fork seals, plus notches for setting the holeshot device precisely. New CNC-machined triple clamps, anodized orange, offer 22mm or 24mm of offset.
The WP Xact shock is narrower, more compact, and fully adjustable. It is placed 4mm off-center, which opens a straight intake tract and creates room for other components. A new high-speed compression clicker joins the carryover low-speed compression, rebound, and spring-preload adjusters. The linkage is also revised for the new geometry. Rear wheel travel extends from the standard SX-F’s 11.8 inches to 12.5 inches.
The bodywork is slimmer, and the rider triangle is reworked. The front section is narrower at the knees, with more leg contact area intended to help riders grip the bike when seated, standing, or in the air. The new seat has a reinforced mount and a Selle Dalla Valle cover, and seat height is 37.6 inches. The reshaped fuel tank leaves a gap from the radiators for cooling. Neken handlebars have a new KTM bend and can be mounted with rubber dampers or solidly.
Factory wheels and Brembo brakes get updates. Excel rims lace to orange CNC-machined hubs with shorter spokes in a two-level pattern, and a finer 0.5mm thread pitch, down from 0.75mm, is intended to resist loosening. Dunlop Geomax MX34 tires and an 80/100-21 front are common to both bikes. The 450 has a 120/80-19 rear on the 450, and the 250 gets a 110/90-19 rear MX34. The brakes use a 260mm front wave disc with a guard and a 220mm rear disc. New rear pads are designed for a smoother initial bite and less tendency to lock the rear wheel, and the rear brake lever tip adjusts 5mm forward or back for different boot sizes.
The Factory Editions are designed to be easier to prep between motos. Torque values are laser-marked around the triple clamps, along with chain adjuster markings and battery terminal markings. The airbox is easier to reach, with an optional extra safety screw. Standard Factory Racing equipment includes the WP Pro Components start device, Hinson outer clutch cover, gray ODI lock-on grips, Factory Edition bar pad, skid plate, orange rear sprocket, gold chain, and in-mold Red Bull KTM Factory Racing graphics.
The 2027 Factory Editions put the next KTM SX-F in showrooms early. KTM has done this before. The 2015½ Factory Editions carried the engines and frames that went into the 2016 lineup, the 2018 450 SX-F Factory Edition was the basis for the 2019 450 SX-F, and the 2022 Factory Editions came out five months before the all-new 2023 SX-F range. Each time, the Factory Edition buyer got the new platform ahead of everyone else. For now, a KTM motocross buyer has two choices. The standard SX-F is on a platform in its fifth model year. The Factory Editions have a new frame, engines, electronics, and suspension, adding up to a few extra pounds and a price KTM has yet to announce.
Action photography by Simon Cudby
Studio photography by Visus Studios
2027 KTM 450 and 250 SX-F Factory Edition Specifications
ENGINE
Type: Single-cylinder 4-stroke
Displacement: 450: 450cc; 250: 250cc
Bore x stroke: 450: 95.0 x 63.4mm; 250: 81.0 x 48.5mm
Valvetrain: 450: SOHC, 4 valves per cylinder; 250: DOHC, 4 valves per cylinder
Compression ratio: 450: 14.0:1; 250: 15.5:1
Fueling: 450: Keihin EFI w/ 44mm throttle body and top-feed secondary injector; 250: Dell’Orto EFI w/ 44mm oval throttle body and top-feed secondary injector
Benda motorcycles are beginning to make a ripple on US shores with four intriguing and competitive models, courtesy of its partnership with Keeway Group. We were impressed with the Napoleonbob 500 and have now gotten our gloves on the persuasive, entry-level 2026 Benda Chinchilla 300, with its modest MSRP of $4999. It would be difficult to design a more welcoming entry-level cruiser than this easy-handling, visually appealing boulevard bobber. Editor Don Williams and Associate Editor Kelly Callan discuss the Benda Chinchilla 300 and how it actually rode for them.
* * * * *
Our guest this episode is Jesse Merriman, Chief Technician for Jeremy McWilliams at the Arch Motorcycle racing project. Arch Racing was founded by Gard Hollinger and Keanu Reevs to compete in the Moto America Super Hooligan race series. Teejay Adams chats with Jesse about the Arch motorcycle and the challenges of extracting the absolute most from an air-cooled V-Twin racing engine and custom chassis.
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Here’s quick reminder to check out our monthly digital magazine. It’s filled with everything you want to read on motorcycling, including some things you’ve probably not seen elsewhere. It’s absolutely free and you will find it on the Apple App Store and of course on Google Play as well.
Don’t forget to leave us your comments on our social media—we’re on all the usual platforms at Ultimate Motorcycling. We love hearing your feedback… so good or bad, please let us know what you think. If there’s something you’d like us to cover, we’d love to hear those ideas too!
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