KTM 520 EXC

I'd been looking at bikes for a couple of years before I bought the KTM. My previous two bikes had been an XR250 and a CR250, and I was looking to go back to a four-stroke because I was sick of replacing rings, chains and tyres. I wanted a serious off-ride bike that could be registered and there were only two in the running: Yamaha's WR400 and the KTM. In the end the KTM won out because of the quality of the components. I actually wanted a KTM 400EXC but there were none available, but now I'm glad because I've come to like the 520 so much. It comes with tapered handlebars, an O-ring chain, WP fork and shock, stainless steel exhaust, Brembo brakes… the list goes on and it all exudes quality. (To show you how serious I was, I drove 1000kms to pick up the KTM. The model was so popular there was only one dealer on the east-coast with any stock!)

I raced two seasons of Amcross on my 520 and the only modifications have been to the gearing, then adding an aluminium bashplate, exhaust endcap and Bark Busters. I believe the list would have been much longer, and more expensive, had I bought the Yamaha.

TYRES, CHAIN, GEARING:
The stock tyre gripped well but the 520 has that much torque that the rear tyre lasted only two rides. Since then the only two tyres I've found to last well are the Bridgestone Gritty ED12 and Dunlop's M737. Of these two the Dunlop grips better but wears quicker and is a little more expensive.

 In stock condition the 15-44 gearing was dreadful. It couldn't pull a sailor off your sister so I swapped it for 14/52. Now it pulls like a 14 year old and can still punch out a top speed of 140km/h. I'm using steel sprockets, because they wear so well, even though they're heavier than alloy. The bike came with a DID 520 O-ring chain and it was so good I got another one when it needed replacing.

BRAKES:
The brakes are nice and strong with good feel, especially the front. Initially I found the back a bit too strong but after the run-in period it was fine.

ENGINE:
The engine is just glorious. It kicks in with huge gobs of torque off the bottom of the rev range and works into a mid-range that can move mountains. It signs off early up top, but with a bottom and midrange like this you don't need a huge top-end. Lobbing the front wheel in the air is simply a matter of twisting the throttle, no pull on the bars required. This engine can be all things to all people. You can totter along at granddad pace or it can be a rocketship, and is equally happy doing either.

HANDLING:
Suspension and handling are the 520' s strong points. The suspension is supple over small stuff but soaks up the big hits well, and I found that this immediately made a difference to my speed. Both front and rear have adjustable rebound and compression damping. A little run-in period in which the suspension softened was noticeable, but there' s so much adjustment it was just a matter of dialling up a bit more on the clickers. I'm still using the standard oil weights and levels at both ends.

The 520 corners well too; whether you want the inside or a wide line, it's just a matter of point and go. The power of the bike does come into play here though. The sheer grunt will push you wide in corners if you're not careful, but for such a big bike it's very nimble. The handling is helped by the KTM's slimness, which allows you to move around easily, and also contributes to the bike's light feel. 

OTHER STUFF:
Other good points are that it's street legal — no more worrying about the cops – and the six – speed box, which provides a plenty of gears for everything, whether it's belting along trails or cruising along transport sections. But the biggest surprise was the electric leg. At first I thought it was an accessory for riders who were too girly to kick-start their bikes, but now I love it. I can stall on a big snotty hill and have it started again before anyone knows I've even stopped.

ACCESSORIES:
Bark Busters were fitted, along with a home-made bashplate constructed in 6063 aluminium, 3mm plate, and a home-made headlight protector made from Lexan, a plastic like perspex but much more resilient, which was attached with sticky-backed Velcro. These are what I consider standard additions you'd make to any bike. The only performance-based mod I've added is my own end-cap. It's the same design as the standard KTM cap (with a snorkel-like bend) but has 1.5-inch pipe rather than 1.25 inches. It doesn't sound like much of a difference but it offers a noticeable improvement in performance and is still quiet. I tried a straight-through cap, like the SX race bike has. It gave a dramatic increase in power alright but was way too noisy.

I tend to use a filter sock over the main filter, which works well and cuts down on filter maintenance. I used to use hard brake pads but I now prefer softer pads. I know they don't last as long but to me they have more feel.

BIG GRIPES:
Changing the oil is a pain in the arse. It takes me about 45 minutes and costs $50 plus ($26 for filters and $25 for a good synthetic oil). There are two filters to replace and they're difficult to remove, because the cover bolts are placed so that spanners can't get at them easily, and the brake reservoir actually needs to be removed to get at one of the bolts. There are two screens to clean, one of which has an Allen-key head that fills with mud.

The standard speedo cable is a joke too. It broke on the first ride so I replaced it with a digital bike speedo for $35 and it hasn't missed a beat.

Overall impression: I love it! I'm now officially a Europhile. If this is the sort of bike the Europeans make, my next bike will be another one.