In the bike biz, there are many methods to measure success. If you might be speaking models offered, income and inventory worth, it’s one factor. If you’re speaking desires, ardour and efficiency, it’s fairly one thing else. Right now, KTM is on prime of the dual-sport phrase for real-world fanatics. For a protracted, very long time, the KTM 500EXC has been capable of set the bar for each efficiency and worth in that section. This 12 months the KTM 500EXC has undergone a big change. The body is new, the suspension is new and far of the motor is new. Now, the rank and file of the dual-sport world has to reconvene and determine whether or not or to not elect a brand new chief. The votes are nonetheless being tallied.

Unlike most different bike corporations, the wall between the racing division and the manufacturing division is paper skinny. In normal, the bikes that the corporate races on the professional degree are carefully associated to the bikes which are offered in each KTM dealership. That’s not solely true for the motocross bikes, however there’s a trickle-down impact for path and dual-sport bikes as properly. So, in KTM’s long-term plan, the adjustments that had been applied for the 2022 Factory Edition motocross bikes had been to unfold to the usual motocross bikes in 2023 and to the dual-sport/path bike in 2024. Thus, the brand new 500EXC has adjustments that had been impressed by Supercross bikes.

To be honest, that’s a little bit of simplification. The 500EXC doesn’t have the identical body because the motocross bike. The most evident distinction is that it makes use of PDS rear suspension with out linkage. But, the body design from the shock ahead could be very very similar to that of the SX-F. Likewise, the adjustments to the engine, bodywork and general format are just like the present motocross line. Additionally, the EXC has a really important suspension change. The fork is now a premium-level WP Xact fork slightly than the extra budget-driven Xplor unit. The new fork is similar to what comes on the present motocross/cross-country fashions, however makes use of metal coil springs slightly than air.

The EXC stays a real dual-sport bike that’s blessed by the EPA, DOT, CARB and the authorities in all 50 states. That means it’s quiet and clear. It additionally implies that the top person just isn’t supposed to switch the motor, airbox or gasoline system. Thankfully, there’s no method this may be policed aside from fix-it tickets issued by native authorities. For aftermarket corporations it’s a unique story; they’ll and have been fined for providing non-compliant equipment. The California Air Resources Board hasn’t been shy about utilizing this tactic, however more and more, the EPA has been getting in on the act on a nationwide foundation. The backside line is that getting extra efficiency out of a professional dual-sport is a shady enterprise. That’s one motive why KTM sport bikes are so extremely desired. The EXC line has a historical past of first rate efficiency regardless of the assorted bureaucratic obstacles.

A NEW DEAL

So, how properly does a inventory KTM 500EXC motor carry out? It’s fairly darn good. To put a quantity on it, a box-stock 500EXC produces greater than 40 horsepower. That’s about the identical as a present 250F motocross bike. The distinction is that the EXC will get to that degree with torque slightly than revs. The 500 begins making energy at 4,000 rpm and stops revving at 9,000 rpm, whereas a 250’s prime zone is from 8,000 to 12,000 rpm. So, once you’re on the path and also you come to a giant, ugly hill, you don’t should downshift or abuse the clutch. You open the throttle, it goes up the hill. End of story. In fact, the one motive anybody ever needs extra energy is once they take the EXC out of its major surroundings. This is a path bike first and a avenue bike second. It’s not a race bike. The truth that folks race them is inappropriate. KTM really makes different variations of the identical bike which are extra acceptable for that. The 500XC-W is mainly an EXC with out the DOT lighting and emission stuff. The 500XW-F is one other model with out DOT lighting, however it nonetheless has many of the emission stuff in order that it’s eligible for a California inexperienced sticker.

The motor adjustments for 2024 end in a barely extra responsive energy supply and maybe slightly extra meat on prime, however it’s not important sufficient to warrant a trade-in. The chassis adjustments are extra dramatic. If you’ve been paying consideration, you in all probability know that the brand new frames for the SX fashions have drawn criticism for being too inflexible. If it was too inflexible for Supercross, that appears like it will be a horrible transfer for a dual-sport bike, proper? Actually, the suspension is so utterly totally different for the EXC that the body rigidity isn’t a big issue. Hard-core PDS followers will like it as a lot as ever, however any body change has been misplaced within the transfer from a progressive 63/69 N/mm spring to a straight 72 N/mm spring. In entrance, the brand new fork nonetheless has a 4.6 N/mm spring set, however the damping traits are utterly totally different—and stiffer.

When you set all that collectively, it’s inevitable that the EXC is stiffer general, however solely in a great way. Suspension motion was a limiting issue with the earlier mannequin. It was nice in rocks and tight, twisty chaos, however it will dive and wallow in whoops. At excessive pace, even reasonable braking would end in fork dive in entrance and shock unloading within the rear. The new bike is way more secure at pace. In slow-speed sections, it’s nonetheless extra compliant than most bikes. You nonetheless have wonderful floor clearance because of the lack of linkage, and you continue to have all of the traits which have made PDS suspension so common within the off-road world. Now, nonetheless, the bike works in a broader vary of terrain and situations.

NEW AND OLD

We anticipated the brand new bike to be slightly heavier this 12 months, as a result of that’s what occurred to all the opposite KTMs that obtained the brand new body. On our scale, it’s 246 kilos with out gasoline, which is 2 kilos greater than final 12 months. No huge deal. We had been hoping that KTM may equip the bike with new rubber for 2024, however no such luck. We left the inventory Continental TKC80s on the bike so long as we might, however the darn issues by no means appeared to wear down. Eventually, we put in full knobbies and life obtained significantly better. When you do this, it’s a must to set up rim locks as properly. KTM is aware of that and offers you a set within the toolkit. If you intend on using lengthy pavement stretches, you’ll in all probability wish to stability the wheels as properly. Other issues on the we’re-not-fans listing embrace the truth that you possibly can’t regulate the lever place very far as a result of the handlebar switches take up an excessive amount of house, the infernal push-button fuel cap is as onerous to open as ever, and the mirrors are all the time in the way in which and onerous to regulate. On the opposite aspect of the ledger, the headlight is far brighter, the license-plate bracket is extra sturdy, and {the electrical} switches are improved.

When you tally up the rating card, the 2024 KTM 500EXC is measurably improved over final 12 months’s mannequin. Considering that the bike was already probably the most desired and talked-about dual-sport bike, that implies that KTM will proceed to name the pictures within the dual-sport world. The EXC has earned its place on prime.