Ktm 525 E/xc

CYCLE WORLD TEST

KTM 525 E/XC

Is this the only dirtbike you’ll ever need?

JIMMY LEWIS

FORGET THAT 12-OUNCE SOFT DRINK, make mine a Mega Big Gulp 48. Burger? Triple-deck it! Fries? Super-size! This is America. Give me what I want, even if I’m not supposed to have it. Which brings us to KTM’s new 525 E/XC. Forty-eight horsepower wrapped in maybe the most capable, enduro-ready chassis in the dirtbike biz. What more could a red-blooded, power-loving off-roader want-well, besides a cold beer, right now?

Forget the extra “5” tagged onto the model designation-actual engine size didn’t grow one bit; KTM changed from 520 to 525 to make a point. Basically, the frame didn’t change, either, except for color. This aside,

there are few other shared components with the 2002 model.

Start with the suspension. Easy to spot the 48mm WP fork, beefier than the old 43mm unit and shared with the SX motocrossers, though it runs softer .43-kg springs and less damping in the base and mid-valves. Out back, the linkless setup operates through a WP PDS shock with entirely new “semi-contractive” internals. This is essentially a longer, softer top-out spring that addresses a few of KTM’s past weaknesses. First, it holds the rear end lower for less of a “stinkbug” stance, which means some actual damping goes on under hard braking when the shock is near the top of its stroke. A PDS #6 spring, progressive from 7.1 to 9.0 kg, is one size “lighter” than the SX’s. Compression and rebound damping with a wide range of effective adjustment makes the E/XC more of an all-round bike.

Land-use issues across the globe are forcing riders away from open riding areas and to tracks and heavily used off-road “parks,” necessitating multi-tasking suspension like the 525’s. Even World Enduro competition-where E/XCs shine-is more and more of a road ride between grass-track special tests, where stiff suspension has been the rage lately. As delivered, the KTM’s suspension is set up for a 200-pound Intermediatelevel rider in tight enduro conditions. But a few spins of the compression clickers gets the bike stiff enough to race motocross. It ain’t an SX, but then no 2003 KTM motocross bike is this plush. For enduro riding, both ends move through their strokes freely, but stiffen up toward the end. Just right. You really have to hit something a ton to get harsh bottoming.

Frame geometry is the same as before-and same as the SX-splitting the difference between stability and quick turning. It’s really light-feelingalmost inconceivable for a full-sized

Thumper not so long ago-the downside being that the front end isn’t exactly planted at all times. Part of this is surely chassis design, weight bias, crankshaft positioning, etc., but mostly it’s because never-ending acceleration is yanking the dang front end off the ground almost anytime the twistgrip is moved off idle! Sliding the rear end is pretty effective and fun, but trusting the front tire like you would on a Yamaha YZ-F, say, isn’t the way of the E/XC.

Let’s move on to the motor. Oh, the blessed motor, nearly 50 horses of newfangled four-stroke wonder power, light on flywheel and big in roost, able to plonk along slowly or tap past 100 mph. New for ’03 are the die-cast cases, lighter and stronger than before. Additional clutch strength, too, while losing all-important reciprocating mass. But most evident is the all-new 39mm Keihin FCR-MX carb and a longer-duration camshaft. Keihin’s designed-for-dirtbikes gasser encloses the pumper mechanism to keep out grit, and handles jostling a lot better. Combined with the “torquer” cam-which effectively lowers compression-stalling is much less frequent. Overall then, smoother, stronger and longer power with delivery tuned for off-road riding, not MX. And this is with a super-quiet muffler in place and California Green Sticker-legal jetting, remember.

About the only negative is that at lower elevations-4000 feet or less-the motor needs a bit of warm-up. Not to say that there isn’t more boost to be had very easily. Bumping the pilot jet up one size and lowering the needle clip one position gives the bike a much more robust first quarterturn of throttle. And to free up top-end even more, vent the crankcase breather to atmosphere instead of into the intake manifold. Then the 525 will zing to 11,000 rpm-plus! This latter mod really helps if the bike ever finds itself upsidedown-engine oil doesn’t belong in the intake manifold.

Working on the E/XC is basically a snap. No tools to get to the air filter, and oil changes are relatively simple. With four (two screens, two paper) filters, KTM is looking for durability. We’d get 10 hours out of the 1200cc of oil before it showed signs of contamination. Valve adjustments are called for after the first 5 hours (we skipped that one) and then every 20 thereafter. Past experience shows that KTM’s new-generation Thumpers stay set even after 40 hours’ riding time. KTM calls for a full teardown at 50 hours. A race-bred four-stroke, the engine has zero in the way of damping devices, but even so, KTM is playing it cautious here. We’ve logged quite a bit of time on this testbike and a few older 520s, and never had a whimper.

Let’s see, did we forget to mention the electric starting?

Or the really trick digital odometer/tripmeter/lap timer/ clock/etc. thingy behind the front headlight shell? That the light is excellent for night riding? That oversized handlebars come standard? That the brakes are awesome? That it’s as thin as a motocross bike? That it takes repeated thrashings without overheating?

Is there anything wrong?

Maybe the 2-gallon-and-a-dram fuel capacity, capable of squeaking out just 55 miles, but the M/XC seat and tank will slide right on to get you a gallon more. And the shock reservoir actually rubs riders’ legs a bit too much ’cause the seat and tank are now so narrow. Handguards would be nice. Pricey, you bet, but try finding one at MSRJP, especially out West. Someone thinks they’re worth it.

Why we need to super-size a mega-meal, I’ll never know. Probably for the same reason we have this 261-pound, 48horsepower, super-quiet, electric-start, emissions-legal, wellequipped, four-stroke enduro bike. KTM is giving people exactly what they want. Count us among the satisfied. □

KTM

520 E/XC

$7398