Make no mistake about it, the
four-stroke dirt bike revolution is in full swing. Yamaha took the
first punch with their YZ and WR 400 machines last year. Both bikes
were light (for four strokes) and very fast, with state of the art
suspension, a solid chassis and an incredible value. It was better
than many exotic hand built one-off four stroke project bikes.
Honda had been frustrated with their potential answer to the
Yamaha. First off, there was a huge internal battle within the ranks
of Honda R & D. Some people wanted to build a serious race bike to
meet the Yamaha challenge. Others felt that the Honda philosophy must
be adhered to; that is, build four-stroke off-road bikes and two
strokes for motocross racing.
The purists won out, and the new XR650R stayed the course. It was
still a heavy bike, but modernized to make it a great bike. And, above
all, it appears to be as reliable as a claw hammer. It's the kind of
bike you can abuse, thrash, ignore and beat the snot out of, and
it'll still keep running on gas that would gag a 30-year old
lawnmower. Honda knows that many XR owners ride only when they can
squeeze the time out of their busy schedules. Therefore, an XR might
sit in the garage for a month, and then get taken out for a fun
trailriding session with some friends for a weekend.
Sure, some people race XRs. Most of them do this in the desert or
cross country events, where these big, heavy and powerful bikes can
stretch their legs. There are a few mutants, like Scott Summers, who
can actually race an big XR in the woods, but these are far and few
between.
OK, so the prime players in the four stroke game were established.
Yamaha with a very serious pair of racers, and Honda with a brilliant
all-around off-road/play/fun/trail/Baja/cross-country bike.
Then the rumors of the new KTM four strokes surfaced. Everyone knew
that KTM had the technology to make a pure world level world beater,
as they took the title with one of their hybrids. However, people
wondered just what the production four strokes would be like. Would
they compete with the Yamahas, or take the "easy" route and make a
nice heavy range of bikes to compete with the XRs?
MAY WE HAVE THE ENVELOPE, PLEASE?
Well, we got a chance to ride four of the new KTM thumpers
recently, and we'll spill the beans right up front: these are
absolutely deadly serious race bikes!
If you're looking for something to go trail riding with your
buddies, please look elsewhere. KTM even issued a bulletin to their
dealers warning customers of buying these bikes for the wrong reasons.
Here's that bulletin, in its entirety:
KTM SX & E/XC Racing Four Strokes
Product and Sales Knowledge Report
Matching the right customer to the awesome new KTM Racing Four
Stroke (RFS) is very important. Much of the responsibility to do this
lies with KTM dealers. Following is information to help you determine
if a customer who wants to buy or has put money down on a new RFS is
indeed qualified and will ultimately be a satisfied owner.
As the name clearly implies, "Racing Four Stroke" means just
that. This is no highbred dual purpose, play bike. It's built for
the highest level of competition and as such is best matched with an
owner who is dedicated to maintaining and riding at the highest
levels. As with all KTM competition-only motorcycles the RFS comes
with a 30 day warranty.
What the new 2000 KTM Racing Four Stroke is, is a new breed of
machine. It was designed, developed and tested as a pro level,
strictly competition racing machine. 100% of the design and
development focus was placed on high performance and lightweight. Few
compromises were made for convenience, comfort and versatility. The
RFS is not a low maintenance, high comfort machine, nor was it
intended to be.
A real concern is for a buyer who expects the new KTM RFS to
perform like KTM's LC4. One misconception is that since the 400
& 520 E/XC RFS has electric start it could be transformed into a
dual-purpose bike. This misconception will prove to be aggravating for
your customer and you. The RFS is vastly different than an LC4 -- in
particular, to increase performance and reduce weight, it has: no
mechanical ventilation (very important in stop and go riding/
traffic); no damped clutch (therefore faster clutch wear); narrow 5 th
and 6th gears (not designed for permanent stress that occurs with
pavement riding); the absolute minimum required engine oil capacity
and no oil cooler or frame reservoir.
The distinct differences and purposes between the RFS and LC4 are
deliberately designed to give owners product that achieves the
ultimate in its specific class. These results speak for themselves...
KTM's LC4 is the top-rated dual sport motorcycle on the market
today (5 years!).
KTM's RFS is today's top-rated pro level competition race
motorcycle (first year!).
If you hear anything that closely resembles dual purpose, street,
road, etc., in your discussion with a potential RFS purchase, do him a
favor and steer him to an LC4.
Attached are copies of a customer acknowledgement that clearly
explain what the RFS - and positions it correctly. We suggest, indeed
request, that you use them.
It's utterly amazing that a company could be this honest.
Better than honest: blunt to the point of saying this just might be
too much bike for you!
BASIC FACTS ABOUT THE RACING FOUR STROKES
KTM is offering two basic engine sizes for 2000; the 400 and the
520. The SX version is for MX and Supercross racing, while the
electric-start EXC models are designed for enduro and/or cross country
racing.
FRAME
As far as its basic structure is concerned, the main frame of the
SX and EXC Racing models precisely corresponds to the frame geometry
of the KTM 2-stroke models. Only the split cradle down tube sections,
which were adapted to the 4-stroke engine, and a few retaining
brackets, were slightly modified. The sub-frame is made of aluminum
and fixed to the main frame by means of a screw connection. FORK
The 2000 Racing models are equipped with the new 43 mm WP USD (Up
Side Down) fork, which is a multi-adjuster fork, which means that both
the compression damping and the rebound damping can each be separately
adjusted on either fork tube, thus offering an enormously large
regulating range. The WP USD 43 fork is very light and has different
internal settings for the SX and the EXC models, respectively. The
forged fork leg axle clamp is lightweight and offers maximum ground
clearance. A newly designed 180 degree fork protector gives good
protection to the USD tubes.
PDS SHOCK
The WP PDS Shock 2000 is specifically racing-adjusted for both the
SX and the EXC design.
HANDLEBAR MOUNTING SYSTEM
The top triple clamp is forged with an undamped, variable position,
handlebar clamp system. The handlebar clamps can be attached in two
optional positions to the triple clamp (i.e. front and back position).
Additionally, the handlebar clamp itself, with a diameter of 28 mm,
has an eccentric bore, giving you six different handlebar positions.
The tapered handlebar is a new Magura Aluminium item.
FOOTPEGS Footpegs of the SX models are 10 mm longer to
reduce the danger of slipping and ensure that the rider is supported
squarely, especially on landings from high and long jumps.
SWINGARM
These Racing models have a new swing-arm with a rounded profile and
new axle passage. The chain adjusting mechanism can be rotated 180
degrees to allow rapid changing of final drive sprockets. Milled marks
allow precise chain adjustment and exact rear wheel alignment.
BRAKES
The rear brake cylinder of the Racing models has a smaller piston
diameter (12 mm), which gives the rider a significantly better
opportunity to apply the precise amount of brake pressure required.
Front brake levers of the SX models are provided with a spring preload
feature, which not only allows exact adjustment of the lever position,
but also keeps the lever precisely in the selected position.
A new design front wheel brake caliper and caliper support will not
flex and in combination with the new Toshiba brake linings (which have
10 % more braking power), the best possible brake performance is
realized.
Special shaped brake disks include features that limit the
accumulation of dirt to a minimum. A cambered outer radius ensures
that dirt particles, which tend to accumulate above the slots, are
removed. Wedge-shaped slots, which protrude beyond the path of the
linings, cause the dirt particles to drift off toward the inside. The
brake discs are mounted directly at the hubs. Those of the EXC models
have the magnet directly integrated.
HUBS/FRONT AXLE
The new bikes have lightweight and nickel-plated front and rear
hubs. The front hub is equipped with a larger 20 mm front axle
(previously it was 17 mm) that is required by the 43mm WP fork. The
new axle increases frontal rigidity and adds stability allowing the
front fork to work at its optimum.
SPOKES
New, lightweight 4.5mm double-tapered spokes are in the front
wheel, and extra strong 5mm spokes are laced in the rear. Spokes are
chrome-plated for corrosion resistance, and should continue the
reputation of strength and durability KTM wheels are famous for.
MAIN SILENCER
SX and EXC silencers are the same as far as diameter and length are
concerned. However, their interior components are different and
adapted to the respective requirements.
LOOKS
Racing models SX and EXC are designed to match the look of the
2-stroke sport models. The basic color combination is orange/silver.
The design of the 2000 models is familiar from the Motocross World
Championships: highly fashionable retro design in silver/black. A
matching non-skid seat cover is available on SX models. SX models are
additionally provided with white number plate backgrounds.
SIDESTANDS
EXC Racing models are equipped with aluminum side stands. No stands
are on the SX bikes.
TIRES
SX and EXC Racing models all come with Bridgestone tires.
RIMS
SX bikes come with Excel (19" Rear) and EXC bikes are equipped
with D.I.D. (18" rear).
ENGINE
KTM Racing models are equipped with a totally new engine, with new
centercases, new transmission, new head, new cylinder, new side
covers; everything is new! The kickstarter is located on the right
side of the engine.
The original starting point of development, the Husaberg engine,
has virtually disappeared. The clutch is the only component that has
not been changed. All other components were developed by KTM and are
totally innovative:
Weight difference between the SX and the EXC model is approximately
8 kg. The total weight of the 520 EXC (ready to ride, but without
gasoline) is approximately 115 kg/246.8 lbs (dry weight approx. 112
kg), the total weight of the 520 SX (ready for operation) is
approximately 107 kg/235.9 lbs.
CENTERCASES
Sand-cast aluminum centercases are considerably stronger (up to 20
% more) than die-cast cases. The surface of the bottom of the cases is
flat (like a skidplate) thus largely preventing the engine from
catching on uneven terrain. For optimal heat dissipation, the
centercases have no surface coating.
The new 4stroke Racing engine is narrower than the current KTM
2-stroke engines. Sprocket alignment is the same as in KTM 250cc
2-stroke models, but the transmission cases are 12 mm narrower on the
right side (clutch side). The ignition cover and the clutch cover are
made of lightweight magnesium and powder coated.
TRANSMISSION
Transmission components are not mass-produced, but cold-sunk, which
is an extremely accurate forging technique that ensures top quality
and durability with minimal machining. The SX version has 4 speeds,
and the EXC version has 6 gears. Conversion is relatively easy and
requires only 2 gear wheels.
ELECTRIC STARTER
The SX version is equipped with a kickstarter, while the EXC
version has an additional electric starter. The electric starter is
located directly behind the cylinder and engages on the primary gear
side. It's a lightweight system and the starter engine weighs only
0.88 kg. By comparison, the small electric starter of the LC4 weighs 1
.2 kg, and the Husaberg starter an even 2 kg. Therefore, an extremely
light 4 Amp battery can be used. This battery is mounted in the air
filter box.
In addition to the automatic decompression (all models), the bikes
also feature a hand decompression lever.
ENGINE LUBRICATION
All of the new Racing models are equipped with 2 oil pumps. The
first oil pump draws oil from the gearbox and is filtered via two
paper filters. Oil is then pumped simultaneously to the camshaft (also
lubricating the top end) and to the crankshaft. The second oil pump
returns oil from the crankcase to the transmission system.
All oil lines - but one - are integrated into the centercase. There
is a total of 7 integrated lines. Integrated oil lines are less likely
to be damaged and significantly reduce the overall weight. An oil
level viewer replaces the oil dipstick. A microfilter is integrated
into the centercases.
The new Racing engine is unique in its central, low-weight
ventilation system, which works via the balancer shaft. A centrifugal
oil interceptor prevents oil from leaking out of the engine through
the ventilation openings.
INSIDE THE ENGINES
The 520 engine is equipped with a forged piston. Components are top
quality: precision-forged rocker arms, nitration-hardened valves,
progressively wound valve springs on a two-spring system basis,
aluminum spring retainers with special valve guide seals as well as
case-hardened adjusting screws. The timing chain is narrow, divided
and riveted.
The cylinder, in contrast to the LC4, mounts in unison with the
cylinder head to the centercases, which means a weight reduction of
more than 1 kg for the cylinder alone. Crankshaft design uses needle
bearings for the conrod and a silver-plated cage, as well as roller
bearings. All of these new four stroke Racing engines are equipped
with a balancer shaft.
IGNITION SYSTEM
Racing models are equipped with a digital Kokusan ignition system.
The SX version weighs 0.4 kg less than the EXC version. Flywheel
diameter is 80 mm in 400 SX models and 106 mm in 520 SX and 400/520
EXC models.
CARBURETOR
The Racing carburetor is a Keihin with a throttle position sensor.
In combination with the digital ignition system, information on both
the current r.p.m. and throttle position is transmitted to the
ignition box. The ignition curve is optimized for every load
condition, which improves engine response and reliability.
COOLING
Racing models have a high capacity water pump integrated into the
cylinder head. The head flow pattern is guided around both the intake
and the exhaust port channels.
CLUTCH
Racing models have no separate outer clutch hub. The function of
the outer clutch hub is performed by the clutch gear. Therefore, the
clutch is extremely narrow, using thin clutch discs.
OIL MAINTENANCE
Each of the two oil pumps is additionally protected by an oil
screen of its own. These screens can be removed from outside and
easily cleaned. They are sealed with reusable O-rings. The oil
pressure relief valve is integrated and accessible from outside.
RIDING IMPRESSIONS - 520 SX RACING
Don't even think about buying a 520 SX for a fun or play bike!
This is not an easy bike to ride. It has snappy, sudden power - and
lots of it - combined with an ultra-sharp steering chassis.
This means that things happen RIGHT NOW! No doubt, in the hands of
a good Pro rider, this machine would be a great deal of fun. However,
in the hands of a crusty old fat guy who used to be semi-quick, the
KTM 520 SX is intimidating.
The bike feels light, slim, trim and tall. It's set up to turn
sharply, with a near vertical 26.5 degrees fork rake angle. For a
tight, twisty supercross track, it'll probably turn with (or under)
anything else on the course. But on a normal outdoor MX track with
higher speeds, the 520 SX becomes a hand full, demanding total
attention to keep from getting pitched off.
It's only fair to say that the bike moves around a great deal in
the process of going forward. As long as I anticipated the bumps, or
hit them squarely, I was able to cope with the speeds the bike was
capable of generating. But when I got tired and tried to ride lazy to
save energy, the bike seemed to get a mind of its own and deflect way
too easily for my limited reflexes.
To be utterly honest, this particular bike deserved some laps in
the hands of a good Pro to truly evaluate its capabilities. Therefore,
the stuff you read here is tainted from my own abilities, or lack
thereof.
Power starts early and hard in the 520, with much more snap off the
bottom than a YZ-400/426. Mid-range is positively brutal ... even
stronger than the bigger 650 XR Honda. The bike also revs out well.
The spread of power is so wide, that the four-speed tranny is not a
handicap for a normal MX or Supercross track.
Engine response is clean, with no hitch or stumbling anywhere. Much
of the response can be credited to the carb that's mapped to the
variable curve ignition system.
KTM told us that swapping the four-speed box, for a six-speed set
up, is simple. Just remove a clip and add the needed pieces. Shifting
was excellent. It had the kind of touch and feel where you never even
thought about shifting as you rode the bike, which is how it should
be.
The hydraulic clutch was smooth and light, but there was so much
power available at all times, that you really never had to use it
except for starting and shifting. And, if you choose to abuse the
gearbox a bit, you can slam it into the next gear without using the
clutch.
I felt that the suspension was too firm - almost harsh - but the
way the bike is delivered, means that it has to be able to take the
landing from one of those ball-busting launcher double jumps.
Naturally, you'll be able to dial in compression and rebound at both
ends to suit your style, bodyweight and skill level (or lack of)
easily.
The 520 SX (as well as all the other bikes in the family) is very
thin through the midsection, with nothing to snag boots, or get in the
way of the rider. I'm 5 feet 8 1/2 inches short, and found the tall
saddle height irritating. Much of this height stems from the fact that
the bike has 15 inches of ground clearance.
For some reason, the saddle on all four of the bikes we tested was
very hard, much like the seats of the KTMs from a decade ago.
Little things on the bike are great! Take the grips, for instance.
Up until now, I've always thought the Honda grips (properly trimmed
with a razor blade) were the best in the world. The Domino grips on
the Katoom are just like the Honda grips already trimmed in the
critical palm and thumb area.
Bars are tapered aluminum items that would cost you a bundle to add
to your garden variety race bike. Like we said, nice stuff. And
certainly one of the six available bar positions will fit your body
just about right.
Attention to detail is so good that someone returning to the sport
after a decade away, might think it was a show bike. The exhaust
system is chrome-plated, aluminum parts are buffed out, nuts and bolts
are high-quality pieces, welds are clean and even the graphics show a
bit of classic restraint in an era of pop-art flash bikes.
Oh yes ... let's jabber a bit about starting. Most four-strokes
are a real pain in the a ... uhhhh ... ankle. When the very first KTM
four stroke was introduced to the market as a 504 powered by a Rotax
engine, it was easy to start.
But when KTM brought out their own engine and dumped the Rotax,
they acquired a reputation for hard starting that was certainly
deserved. Those bikes had a mind of their own and would sometimes
refuse to start, unless you bowed toward Mecca, lit three candles,
said a rosary and burned some incense.
The new generation racing four-strokes put all this behind, as they
start without mystery, and start consistently.
The bottom line?
If you want a true, pure-blooded, four stroke racer, this is it.
Like we said, in less than stellar hands, it is not an easy bike to
ride aggressively. Power is all you could ask for and more than most
riders will ever need. In fact, the legendary "average" rider will
probably go faster with less fatigue on ordinary, less powerful bikes.
It's a deadly serious machine and you better think long and hard
before you get one. If your skill level isn't high enough, having a
KTM 520 SX would be much using an Indy car to make a beer run down to
the local 7-11.
Which brings us to the ...
RIDING IMPRESSIONS - KTM 520 EXC
When Scott Harden (the KTM rep/guru) was asked about the difference
between the SX and the EXC, he told us that - other than the lights,
odometer, ignition, kickstand, silencer, rear wheel size and gearbox -
everything else was the same.
There is a weight difference, with the SX hitting the scales at
235.8 pounds ready to ride, less fuel, while the EXC tapes in a 246.8
pounds. But THE BIG DIFFERENCE is the electric starter! You got
it, amigo. The EXC starts just by tickling a little button mount on
the right side bar. It burbles to life immediately, and settles down
to a comfortable idle.
What makes the 520 EXC so amazing, is that it weighs about 30
pounds less than the Honda XR650R, and it has that electric foot. What
a bonus!
Now for the best news. For a number of minor reasons, the EXC is
worlds easier to ride than the hard-core SX racer. Because the
ignition of the EXC has heavier lighting coils (almost a pound
difference in weight), the engine doesn't hit with quite the violent
burst of the SX. Also, there's a spark arrestor (USFS approved) on
the pipe that mellows the power out a bit more.
We're told that the valving is slightly softer on the forks and
shock than the SX model, which translates into a more plush ride, and
actually slows down the quick handling to an acceptable level for
those with less than National level riding skills.
Even this fat, grumpy old rider loved the EXC! There's no doubt
in my mind that I was able to turn much faster lap times on the
slightly heavier and mellower EXC, than with the brutish SX. Please
don't think that the EXC is a slug. Far from it. Run hard through
the gears, and the front end torques off the ground unless you pay
attention.
On twisty fire roads, riding the EXC is almost like cheating. You
can charge deep into a turn, tap the powerful brakes to set the bike
up, and hang the rear end out to dry, just like those flat track guys.
Would this make a good Baja bike? Yes, of course. Except, like we
noted up front, the EXC is a very serious race bike and will require
more regular maintenance than, let's say, an XR Honda.
Still, all things considered, the 520 EXC is the best all-around
production four-stroke race bike it's been my pleasure to ride.
RIDING IMPRESSIONS - KTM 400 SX
This is the MX and/or Supercross version of the mid-sized pure
racing four-stroke. Much like the 520 SX, the 400 SX was ultra-quick
steering and demanded attention when pushing it even at the 90 percent
level.
Speed? It seemed to have a lot more low rpm power than the YZ-400,
and at least as much mid-range, but the Yamaha revved higher and
longer. It weighs the same as the 520 SX, at 235.8 pounds ready to
ride, but with no gas in the tank. It's lighter by a few pounds than
the Yamaha and feels much lighter than the 520, even though the scales
tell you the truth.
Equipped with a four-speed gearbox like the 520 SX, it's clear
that the 400 is also designed for close-course racing. There's no
way you're going to gear a close-ratio fours-speeder up for cross
country or GP racing. However, like the 520, the 400 will accept a
six-speed box, if needed.
I stalled the 400 a few times when landing from a jump because my
foot was forced down on the brake pedal from the G-force. If it was my
personal bike, I'd find some way to "soften up" that rear brake
a bit.
As with the 520 SX, the 400 seemed on the stiff side,
suspension-wise. Since the entire quartet of four-strokes shares the
same chassis, forks, shock, swingarm, etc., you would think they would
all handle the same.
Not so. Each bike had a distinct personality.
For some reason, I did not like the Bridgestone M77/M78 tires that
came with the bikes, and genuinely disliked the 19 inch rear wheel on
the SX models. On the fun fireroads, those 19 inch rear tires simply
did not hook up and the rear end spent a lot of time slithering
around, rather than driving the bike forward.
Oddly, the 18 inch tire on the EXC models offered acceptable
traction when compared t the 19 incher.
RIDING IMPRESSIONS - KTM 400 EXC
Much like the difference between the 520 SX and EXC, then400 EXC
offers a much more user-friendly ride than the MX version. Again,
you're dealing with a slightly heavier ignition, a six-speed wide
ratio gearbox and a woods-legal spark arrestor on the exhaust. As with
the 520 EXC, the 400 EXC uses the 18 inch rear wheel, instead of the
SX-oriented 19-incher.
While the 400 EXC is a very serious cross-country/enduro/hare
scrambles race bike, it's also one that could be ridden comfortably
by that legendary "average rider" we were talking about earlier.
Power delivery is plenty strong - certainly stronger than the WR
400 Yamaha - but it is a fairly easy bike to ride. Mid-range power is
especially impressive, and if you keep the bike singing in the fat
part of the range, there's not much around that's going to pull
you through the gears.
Again, because of the shared components, the 400 EXC weighs exactly
the same as the 520 model.
Like the 520 EXC, the 400 has the oh-so-sweet electric starter.
You'll find the smallish battery in the air box under the saddle.
KTM told us that it was good for about 25 five-second cranks before it
needed some running time to re-charge it.
While we're peering at the battery in the air box, you'll find
an easily removable big air filter in there. It seems to be well
protected from the elements.
Maintenance on all four of the bikes is identical. You'll find
four filters in the lubrication system. Two of them are replaceable
items and the other two are cleanable screens. Only one oil line of
the seven is not built in to the center cases, which saves weight and
eliminates oil leaks. There's an oil level viewer to check the
level, rather than a conventional dipstick. Only 1250 ccs of oil is
required, and frequent oil changes are recommended for longer engine
life.
THE BOTTOM LINE
After riding all of the bikes, we are duty bound to tell you to
think about the EXC models first, unless you plan to do some very
heavy-duty MX or SX racing. The SX models are powerful, light,
sophisticated machines not designed for those with limited skills.
Of sure, they're fun to ride and will give you a thrill that's
hard to match. But if you think you want to buy a 520 SX to go out and
have fun with your trail riding pals, it won't take you very long to
realize the bike is over-kill and your buddies will probably beat you
on their three year-old bikes, as you fight to keep the 520 SX from
spitting you off the back.
It's a brute, pure and simple. In the right hands, it can win a
GP in stock trim. In the wrong hands, you're going to wish you had
put that deposit down on that XR Honda instead. If you consider the
520 EXC, you'll more than likely fall in love with the bike. While
considerably more user-friendly than the 520 SX, it's still a very
powerful bike that has the ability to open your eyes wider than nature
intended.
And yes, there is that electric starter, old friend.
On the list of "Bikes I Want," the 400 SX is last in this group
of four. Why? Not because it's bad in any way, it's just that
it's as twitchy and nervous as the violent 520 SX, but doesn't
deliver the same cheap thrills.
I figure as long as you're going to scare yourself, you might as
well scare yourself halfway nuts.
It would be hard to go wrong with the 400 EXC for an all-around
race/off-road bike. You could enter an enduro with this bike, and race
a local MX just by removing the nicely tucked-in sidestand and putting
the headlight/number plate on the workbench.
Still, when you think four stroke, it's hard to argue against a
big-inch thumper. Therefore, all things considered, I would lay my
personal money down for the 520 EXC and immediately get my forearms
into some serious condition so I could learn to hang onto this thing.
The real bottom line is that KTM has just re-written the rulebook
on the future of four strokes.
KTM 520 SX SPECS
Engine; Single Cyl. 4-Stroke, SOHC/4 Valve Head, Liquid
Cooled, Automatic Decompression System
Cylinder; Mahle Nikasil Coated
Exhaust; Twin Head Pipe, Two Into One Collector
Silencer; Aluminum Muffler
Bore/Stroke; 95.0mm X 72.0mm
Displacement; 5l0ccm
Trans; 4 Speed, SX Close Ratio
Gear Ratios; 1st -14:34, 2nd - 17:31, 3rd - 19:28, 4th - 22:26
Primary Drive; 30:81
Final Drive; 14 / 50, 520 chain
Trans Oil; SAE 10W-40 wt.; Capacity 1200cc
Spark Plug; NGK CR8 EK
Fuel; Premium Fuel (92+Octane U.S. Octane)
Fuel Capacity; 7.5L/2.0 U.S. gallons
Carb; Keihin MX-FCR 39
Jetting; Main: 1 75 Idle: 48 Start: 85 Needle: OBDTM Slide: #1
5 Needle Position: #2 Mixture Screw: 1½ Turns Out
Ignition; Kokusan 4K3 Electronic, w/ Lighting Coil 12 v 110w
Timing; 5 degrees B.T.D.C. @ 1000 R.P.M.
Frame Type; Mainframe: Chrome-Moly
Subframe; Aluminum
Fork; WP 43 USD, MA
Fork Travel; 295mm/11.6 inches
Fork Oil; SAE 5 wt.
Rake Angle; 26.5°
Front Brake; 260 mm/10.2" Disc, Brembo Double Piston Caliper,
Sintered Pads
Front Tire; Bridgestone M77 80/100 X 21"
Shock; WP PDS, External Adjust Compression/Rebound
Rear Wheel Travel; 320mm/12.6 inches
Rear Brake; 220mm/8.65" Disc, Brembo Single Piston Caliper,
Organic Pads
Rear Tire; Bridgestone M78 11 0/90 X 1 9"
Seat Height; 92 5mm/36.4 inches
Wheelbase; 1481 mm/57.3 inches
Ground Clearance; 380mm/15.0 inches
Weight; 107kg/235.8 lbs. (dry)
KTM 520 E/XC SPECS
Engine Type; Single Cyl. 4-Stroke, SOHC/4 Valve Head, Liquid
Cooled, Automatic Decompression System
Cylinder; Mahle Nikasil Coated
Exhaust; Twin Head Pipe, Two Into One Collector
Silencer; Aluminum Muffler w/ Krizman USFS Approved Spark
Arrestor
Bore and Stroke; 95.0mm X 72.0mm
Displacement; 5l0ccm
Transmission; 6 Speed E/XC, Wide Ratio
Gear Ratios; 1st - 14:34, 2nd - 17:31, 3rd - 19:28, 4th -
22:26, 5th - 24:23, 6th - 26:21
Primary Drive; 30:8 1
Final Drive; 14/50, 520 O-Ring Chain
Trans Oil; SAE 10W-40 wt.; Capacity 1200cc
Spark Plug; NGK CR8 EK
Fuel Type; Premium Fuel (92+Octane U.S. Octane)
Fuel Capacity; 9L/ 2.4 U.S. gallons
Carb; Keihin MX-FCR 39
Jetting; Main; 1 75 Idle: 48 Start: 85 Needle: OBDTM Slide: #1
5 Needle Position: #2 Mixture Screw: 1 ½ Turns Out
Ignition; Kokusan 4K3 Electronic, w/ Lighting Coil 12v1 10w
Ignition timing; 5° B.T.D.C. @ 1000 R.P.M.
Frame; Mainframe: Chrome-Moly
Sub Frame; Aluminum
Fork; WP 43 USD, MA
Fork Travel; 295mm/11.6 inches
Fork Oil; SAE 5wt .
Rake Angle; 26.5°
Front Brake; 260 mm/10.2" Disc, Brembo Double Piston Caliper,
Sintered Pads
Front Tire; Bridgestone M77 80/100 X 21"
Shock; WP PDS, External Adjust Compression/Rebound
Rear Wheel Travel; 320mm/12.6 inches
Rear Brake; 220mm/8.65" Disc, Brembo Single Piston Caliper,
Organic Pads
Rear Tire; Bridgestone M78 110/100 X 1 8"
Seat Height; 92.5mm/36.4 inches
Wheelbase; 1481 mm/57.3 inches -
Ground Clearance; 380mm/15.0 inches
KTM 400 SX SPECS
Engine Type; Single Cyl. 4-Stroke, SOHC/4 Valve Head, Liquid
Cooled, Automatic Decompression System
Cylinder; Mahle Nikasil Coated
Exhaust; Twin Head Pipe, Two Into One Collector
Silencer; Aluminum Muffler
Bore and Stroke; 89.0mm X 64.0mm
Displacement; 398ccm
Trans; 4 Speed, SX Close Ratio
Gear Ratios; 1st - 14:34, 2nd - 17:31, 3rd - 19:28, 4th - 22:
Primary Drive; 30:81
Final Drive; 14 /50, 520 chain
Trans Oil; SAE 10W-40 wt.; Capacity 1200cc
Spark Plug; NGKCR8EK
Fuel; Premium Fuel (92+Octane U.S. Octane)
Fuel Capacity; 7.SL/2.0 U.S. gallons
Carb; Keihin MX-FCR 39
Jetting; Main: 175 Idle: 48 Start: 85 Needle: OBDTM Slide: #1 5
Needle Position: #2 Mixture Screw: 1 ½ Turns Out
Ignition; Kokusan 4K3 Electronic, w/ Lighting Coil 12v 10w
Ignition Timing; 5° B.T.D.C. @ 1000 R.P.M.
Mainframe; Chrome-Moly
Sub Frame; Aluminum
Fork; WP 43 USD, MA
Fork Travel; 295mm/11.6 inches
Fork Oil; SAE 5 wt.
Rake Angle; 26.5°
Front Brake; 260 mm/10.2" Disc, Brembo Double Piston Caliper,
Sintered Pads
Front Tire; Bridgestone M77 80/100 X 21"
Shock; WP PDS, External Adjust Compression/Rebound
Rear Wheel Travel; 320mm/12.6 inches
Rear Brake; 220mm/8.65" Disc, Brembo Single Piston Caliper,
Organic Pads
Rear Tire; Bridgestone M78 11 0/90 X 1 9"
Seat Height; 92.5mm/36.4 inches
Wheelbase; 1481 mm/57.3 inches
Ground Clearance; 380mm/15.0 inches
Weight; 107kg/235.8 lbs. (dry)
KTM 400 EXC SPECS
Engine Type; Single Cyl. 4-Stroke, SOHC/4 Valve Head, Liquid
Cooled, Automatic Decompression System
Cylinder; Mahle Nikasil Coated
Exhaust; Twin Head Pipe, Two Into One Collector
Silencer; Aluminum Muffler w/ Krizman USFS Approved Spark
Arrestor
Bore and Stroke; 89.0mm X 64.0mm
Displacement; 398ccm
Trans; 6 Speed EXC, Wide Ratio
Gear Ratios; 1st -14:34, 2nd - 17:31, 3rd - 19:28, 4th -22:26,
5th - 24:23, 6th - 26:21
Primary Ratio; 30:81
Final Drive; 14 /50, 520 O-Ring Chain
Trans Oil; SAE 10W-40 wt.; Capacity 1200cc
Spark Plug; NGKCR8EK
Fuel; Premium Fuel (92+Octane U.S. Octane)
Fuel Capacity; 9L/2.4 U.S. gallons
Carb; Keihin MX-FCR 39
Jetting; Main: 1 75 Idle: 48 Start: 85 Needle: OBDTM Slide: #1
5 Needle Position: #2 Mixture Screw: 1½ Turns Out Kokusan 4K3
Electronic, w/ Lighting Coil 12v1 10w
Ignition Timing; 5° B.T.D.C. @ 1000 R.P.M.
Mainframe: Chrome-Moly
Sub Frame; Aluminum
Fork; WP 43 USD, MA
Fork Travel; 295mm/11.6 inches
Fork Oil; SAE 5 wt.
Rake Angle; 26.5°
Front Brake; 260 mm/10.2" Disc, Brembo Double Piston Caliper,
Sintered Pad
Front Tire; Bridgestone M77 80/100 X 21"
Shock; WP PDS, External Adjust Compression/Rebound
Rear Wheel Travel; 320mm/12.6 inches
Rear Braake; 220mm/8.65" Disc, Brembo Single Piston Caliper,
Organic Pads
Rear Tire; Bridgestone M78 110/100 X 18"
Seat Height; 92.5mm/36.4 inches
Wheelbase; 1481 mm/57.3 inches
Ground Clearance; 380mm/15.0 inches
Weight; 112kg/246.8lbs. (dry)
KTM Sportmotorcycle USA, Inc.
East 1119 Milan Ave. Amherst • Ohio 44001
West 930 Fesler St. • El Cajon • California 92020-1808