Hallo,
möchte mir eine gebrauchte SX-F 350 kaufen.
Was gibts bei dieser Maschine zu beachten? Irgendwelche Eigenheiten die es bei der Besichtigung zu checken gibt?
Weiß jemand ob es Unterschiede zwischen 2011 und 2012 gegeben hat? Oder ist das Baujahr zu vernachlässigen?
Vielen Dank schonmal!
Cutter
Hab gefunden was zwischen den Jahren geändert wurde. Quelle das Motocrossactionmag
2012
Q: HOW DOES THE 2012 KTM 350SXF DIFFER FROM THE 2011 350SXF?
A: Even in normal economic climates, second-year bikes don’t typically receive much in the way of updates—after all, it was brand, spanking new just 12 months ago. And in these hard economic times, the MXA test crew was surprised by how many changes KTM did make—even if they aren’t all readily visible to the untrained eye.
(1) Mapping. For 2011, KTM’s engineers thought it best to set the fuel and ignition mapping to the rich side of the scale. This cost some power, but it was a hedge against catastrophe. For 2012, the engineers rectified their fail-safe mapping with 3-percent leaner settings from low-to-mid and 2-percent leaner settings from mid-to-top. Of course, the ignition timing has also been advanced (approximately 2 degrees).
(2) Air boot. The air boot was all new last year, but it is all new this year also. Last year, the MXA wrecking crew pulsed the wire backfire screen out of our air boot’s velocity tube. That shouldn’t happen with the 2012, because the air boot is designed to keep it farther away from the suction force of the throttle body. Additionally, the velocity stack volume has been decreased, while the air-boot volume has been increased.
(3) Wiring harness. KTM believes that the problems it had last year, both with the ignition and Throttle Position Sensor (TPS), were water related. To solve these problems, they wrapped the 2012 wiring harness in a “marine-grade” sheathing and put a rubber bootie over the TPS sensor.
(4) Rear master cylinder. It was possible in previous years to over-stress the rear-brake master cylinder to the extent that the piston’s upper O-ring could snag in the master-cylinder orifice. No more! KTM had Brembo move the orifice to a central position between the two piston O-rings.
(5) Rear fender. Last year, the KTM rear fender flapped at mud races. For 2012, KTM reinforced the fender with a thick bead around its edge. Additionally, the side number plates and back portion of the airbox are now white plastic instead of black.
(6) Shock. With slightly softer low-speed damping and stiffer high-speed damping, the biggest change to the 350SXF shock is the step up from a 5.4 kg/mm shock spring to a more usable 5.7 kg/mm spring.
(7) Forks. The fork springs stay the same for 2012 (0.48 kg/mm), but are enhanced by more low-speed damping (to lessen diving) and new SKF fork seals (to increase durability).
(8) Tires. Gone is the Bridgestone M59/M70 combo of the past. In its place are Dunlop MX51 tires (front and rear). Even though the old Bridggies were discontinued tires that KTM somehow managed to get Bridgestone to build especially for them, they were a well-balanced set of sneakers. The Dunlop MX51 rear is a workmanlike tire, but the front MX51 is a little loose.
(9) Inline filter. Unlike the majority of fuel-injected bikes, KTMs come with quick-release fuel lines. This is a great feature, but does expose the fuel lines to potential contamination (simply because the fuel lines can be removed). To mitigate this danger, KTM has installed wire-mesh cone filters in the fuel lines just above the quick release to help catch debris.
2013
Q: HOW DOES THE 2013 KTM 350SXF DIFFER FROM THE 2012 350SXF?
A: The MXA test crew was surprised by how many changes KTM made to the 2013 bike. After all, it was brand new in 2011. Here is the list of significant changes.
(1) Chassis. The chromoly steel frame gets a reinforced head tube, thinner wall-thickness tubes on the frame cradle, a beefed-up swingarm, a 25mm rear axle, lighter linkage bolts, redesigned head stays and all-new, all-orange bodywork.
(2) Suspension. The 48mm WP forks get the latest-generation red SKF fork seals and increased compression and rebound damping. Additionally, the 80-gram-lighter triple clamps have the bottom pinch bolts moved from fore/aft to left/right.
(3) Accoutrements. The wheels are equipped with black-anodized spokes, and the rear wheel has new spacers, a brake carrier and axle blocks to accommodate the 25mm axle (it was 20mm in 2012). Last year’s low handlebar bend has been replaced by 12mm-taller Renthal 827 bars. A newly designed airbox is larger and has a new velocity stack. The WP radiators are made from a new alloy for increased structural strength.
2014
Q: WHAT BASIC CHANGES DID KTM MAKE TO THE 2014 MODEL?
A: For 2014, KTM made 10 changes. Six of them were minor, while four were significant. Here are the six low-level changes.
(1) Water pump. In the past we had issues with the water-pump seal leaking. For 2014, KTM has redesigned the cover with a deeper O-ring groove and a thicker O-ring. The 2014 water-pump cover will retrofit on older KTM 350SXFs, but only if you use the new O-ring.
(2) Seat foam. The foam core of the saddle has been reformulated to be softer initially, but not break down as much.
(3) Chain guide. The slightly smaller chain guide on the swingarm is 120 grams lighter.
(4) Gas cap. The internal threads on the gas cap have been reworked for more positive engagement, and the gas cap has a new low-profile shape; it doesn’t stick up as high as last year’s cap.
(5) Electric starter . KTM reduced the drag on the gear interface between the starter motor and the engine’s freewheel assembly (behind the ignition).
(6) Wiring harness. Ever since the disasters with the throttle position sensor (TPS) back in 2011, KTM has focused on upgrading the wiring harness, fittings, connectors and rubber boots that protect the delicate electrical junctures against the elements—and the evils of power washers.