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Old 03-08-2013, 02:03 PM   #3436
boostracer
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Yes, it came with mine also.
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Old 03-08-2013, 02:07 PM   #3437
AussieClay
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525 vs 500

Quote:
Originally Posted by team ftb View Post
Good call on the bicycle inner tube. Bill what did you source for the fuel line sheathing? My fuel line was only rubbing on the cables but with a larger tank we'll see how the fuel line routing changes.

After the re-mapping of the ECU I took the bike out for a decent spin today. I rode a 525 (570 piston, Hotcams, unshrouded head, oversize valves, etc.) for years and the two bikes have completely different motors. The lighter crank weight of the 500 is really noticeable, it picks up RPM's a lot quicker than the built 525. It'll be good fun, however off the bottom it lacks the tractor capability of the 525 which is really nice in slow technical slogging situations. Having FI I was expecting unmatched responsiveness from the motor. The throttle response in neutral is a lot more quicker than the 525's carb despite my forever fiddling with the jetting, accelerator pump etc. The fI is unmatched in this perspective. However if riding along in low RPM's if the throttle is yanked open it responds, but not cleanly for almost a full second. It pulls, but not nice and linearly like the 525. The 500 seems to pull immediately but (relatively) timidly for almost a second, then the power ramps up strong. I thought this was just down to the EXC mapping but now with the competition map installed the trait is still there. Maybe my expectation of FI is too high but it responds a bit like the 350 XCFW I rode, nothing off the bottom but responds wonderful once its got a few RPM's built up. It feels more to me like a 450 lite than a true large bore. Anyone else feel the same sensation? The power also goes flat a LOT sooner than my built 570. The power feels all midrange without a bunch up high or down low.

The bikes steers lightening quick compared to my 525 with 17 degree Topar clamps, very nice. The downside of this is it has head-shake (even with 115mm sag and triple clamps showing 1 line of fork tube) that reminds me of my mid 90's 2 stroke motocrossers. Has anyone done any high speed rough fireroading on the bike? How is it through 50+ mph chop?
I had a 2005 525 and was extremely happy with it. Also had some work done on the engine. I was also a little disappointed with the 500 FI and have basically the same comments you do. I have the JD tuner fitted and have increased the throttle pump and also use the 'wlid' unrestricted euro map which does help somewhat. Also changed the gearing as it was way too high.

I have a scotts steering damper so no more head shake. Opted to raise the bars and put stabilizer under the bar rather than on top - a lot nicer to ride standing up now with the higher bar height.
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Old 03-08-2013, 02:10 PM   #3438
SoilSampleDave
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Joined: Jan 2005
Location: The Delta Ghetto, GA (aka PTC)
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Quote:
Originally Posted by Stifdickerson2006 View Post
the reason for that design is for dual sport legalities, not exactly sure of the laws pertaining to it but that is the reason for it. there should have been a bolt in your briefcase to fix that issue, my 2012 came with one. not sure if the 13's had it or not. mine was already taken care of when the bike was delivered. But the extension that was removed was in the bag, my cousins Aprilia is the same way. but he has not fixed it and drops it all the time. not the sharpest tool in the shed but I get a kick out of watching beat the hell out of his nice bike.
When I picked up my '13, the dealer had already done the mod, so I assume it was in the bag.
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Old 03-08-2013, 02:13 PM   #3439
SoilSampleDave
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Joined: Jan 2005
Location: The Delta Ghetto, GA (aka PTC)
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Quote:
Originally Posted by team ftb View Post
Good call on the bicycle inner tube. Bill what did you source for the fuel line sheathing? My fuel line was only rubbing on the cables but with a larger tank we'll see how the fuel line routing changes.

After the re-mapping of the ECU I took the bike out for a decent spin today. I rode a 525 (570 piston, Hotcams, unshrouded head, oversize valves, etc.) for years and the two bikes have completely different motors. The lighter crank weight of the 500 is really noticeable, it picks up RPM's a lot quicker than the built 525. It'll be good fun, however off the bottom it lacks the tractor capability of the 525 which is really nice in slow technical slogging situations. Having FI I was expecting unmatched responsiveness from the motor. The throttle response in neutral is a lot more quicker than the 525's carb despite my forever fiddling with the jetting, accelerator pump etc. The fI is unmatched in this perspective. However if riding along in low RPM's if the throttle is yanked open it responds, but not cleanly for almost a full second. It pulls, but not nice and linearly like the 525. The 500 seems to pull immediately but (relatively) timidly for almost a second, then the power ramps up strong. I thought this was just down to the EXC mapping but now with the competition map installed the trait is still there. Maybe my expectation of FI is too high but it responds a bit like the 350 XCFW I rode, nothing off the bottom but responds wonderful once its got a few RPM's built up. It feels more to me like a 450 lite than a true large bore. Anyone else feel the same sensation? The power also goes flat a LOT sooner than my built 570. The power feels all midrange without a bunch up high or down low.

The bikes steers lightening quick compared to my 525 with 17 degree Topar clamps, very nice. The downside of this is it has head-shake (even with 115mm sag and triple clamps showing 1 line of fork tube) that reminds me of my mid 90's 2 stroke motocrossers. Has anyone done any high speed rough fireroading on the bike? How is it through 50+ mph chop?
I rode the 500XC-W and 350XC-W back to back at the KTM demo days and the 500 felt like it was on steroids. None of this delay you speak of. It actually felt a lot like the 300XC-W they had there, except a little smoother and the motor never signed off. Sounds like you have it mapped right, so I don't really have any suggestions, other than to bum a ride on someone else's 500 and compare. Also, did you re-gear down to XC-W gearing?
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Old 03-08-2013, 02:47 PM   #3440
MJG2
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Location: Pennsylvania USA
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2 questions -13 500

I had my lower chain guide off today- two bolts

front bolt does have a nut on back side

anyway -a small washer feel out and I have no idea where it was located

Can a 13 500 owner have a good look -spacer? or does it just go with the nut on the front bolt

next -had tank off today and tried fuel cap kit they one that goes into the quick connect doesnt go -I pushed the button in I dont want to force the plug in -it seems the red oring is a little too big -mine caps are black and red oring = all I see in pics is white ones with black oring

Anyone else? I did spray some silicone spray on it too= it just doesnt want to go= I dont want to hurt a high dollar quick fitting by forcing it
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Old 03-08-2013, 03:17 PM   #3441
MJG2
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2 black/yellow wires behind headlight

13 500 exc --they are there and not plugged in -they have bullet connectors and clear plastic shield- any idea what they are used for?
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Old 03-08-2013, 04:52 PM   #3442
Stifdickerson2006
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Location: Central Coast,Ca
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Quote:
Originally Posted by MJG2 View Post
I had my lower chain guide off today- two bolts

front bolt does have a nut on back side

anyway -a small washer feel out and I have no idea where it was located

Can a 13 500 owner have a good look -spacer? or does it just go with the nut on the front bolt

next -had tank off today and tried fuel cap kit they one that goes into the quick connect doesnt go -I pushed the button in I dont want to force the plug in -it seems the red oring is a little too big -mine caps are black and red oring = all I see in pics is white ones with black oring

Anyone else? I did spray some silicone spray on it too= it just doesnt want to go= I dont want to hurt a high dollar quick fitting by forcing it
The washer is for the frt bolt of the chain guide, and the quick disconnect has somehow connected without fitting it to the male end. look inside the female end and check, then push the disconnect button and reset it. It should know go on and connnect just fine. Did the same thing when I first took mine off. do not push the button in as you are connecting it it should just go in and click your connected.
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Old 03-08-2013, 06:56 PM   #3443
MJG2
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Quote:
Originally Posted by Stifdickerson2006 View Post
The washer is for the frt bolt of the chain guide, and the quick disconnect has somehow connected without fitting it to the male end. look inside the female end and check, then push the disconnect button and reset it. It should know go on and connnect just fine. Did the same thing when I first took mine off. do not push the button in as you are connecting it it should just go in and click your connected.

Thanks

where does the washer go on the front bolt

and does your plug have a red oring
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Old 03-08-2013, 07:47 PM   #3444
Stifdickerson2006
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Quote:
Originally Posted by MJG2 View Post
Thanks

where does the washer go on the front bolt

and does your plug have a red oring
The washer goes on before the nut.mine does have a red oring.I did the exact same thing the first time I used mine.let me know if that fixes it.
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Old 03-08-2013, 10:17 PM   #3445
Bengt Phorks
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Quote:
Originally Posted by team ftb View Post
Good call on the bicycle inner tube. Bill what did you source for the fuel line sheathing? My fuel line was only rubbing on the cables but with a larger tank we'll see how the fuel line routing changes.

After the re-mapping of the ECU I took the bike out for a decent spin today. I rode a 525 (570 piston, Hotcams, unshrouded head, oversize valves, etc.) for years and the two bikes have completely different motors. The lighter crank weight of the 500 is really noticeable, it picks up RPM's a lot quicker than the built 525. It'll be good fun, however off the bottom it lacks the tractor capability of the 525 which is really nice in slow technical slogging situations. Having FI I was expecting unmatched responsiveness from the motor. The throttle response in neutral is a lot more quicker than the 525's carb despite my forever fiddling with the jetting, accelerator pump etc. The fI is unmatched in this perspective. However if riding along in low RPM's if the throttle is yanked open it responds, but not cleanly for almost a full second. It pulls, but not nice and linearly like the 525. The 500 seems to pull immediately but (relatively) timidly for almost a second, then the power ramps up strong. I thought this was just down to the EXC mapping but now with the competition map installed the trait is still there. Maybe my expectation of FI is too high but it responds a bit like the 350 XCFW I rode, nothing off the bottom but responds wonderful once its got a few RPM's built up. It feels more to me like a 450 lite than a true large bore. Anyone else feel the same sensation? The power also goes flat a LOT sooner than my built 570. The power feels all midrange without a bunch up high or down low.

The bikes steers lightening quick compared to my 525 with 17 degree Topar clamps, very nice. The downside of this is it has head-shake (even with 115mm sag and triple clamps showing 1 line of fork tube) that reminds me of my mid 90's 2 stroke motocrossers. Has anyone done any high speed rough fireroading on the bike? How is it through 50+ mph chop?
The bike is so smooth that you get the feeling that it doesn't have a lot of power, but it will go 100+ mph.
Remove the screen in the back of the silencer and your performance will increase. The other thing to do is get the 3 position map switch so you can take advantage of the different map settings. They left out the info on the map settings in the 2013 owners manual but it is in the 2012 manual.
Increase the sag on the rear to 4.5 or 5 inches and the bike will settle down and be more stable. The PDS shock geometry is different from the motocrossers and more sag helps with the stability.
It took 25+ hours of riding before the bike started to loosen up, so give it some time before you start changing things.
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Old 03-09-2013, 09:12 AM   #3446
tujacov
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Joined: May 2012
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I was looking for a carbon exhaust guard, but I found only these:

E-Line Carbon Fiber Pipe Guard 450/500 12-13


CARBON HEADER GUARD


I really like much more the one below, does anybody know where to buy it? It covers much bigger area of exhaust. I saw it on thumpertalk forum



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Old 03-09-2013, 09:35 AM   #3447
Bungholio
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Quote:
Originally Posted by wdbasham3 View Post
I am the lucky owner of a new 500 EXC. I’ve always been a Honda guy, but when it came time to buy a new bike Honda they didn’t have a bike in the niche I was looking for (90% dirt, 10% street). Sorry Honda! Anyhoot, so since I’m new to KTM’s, I can’t help but admiring many of the features of this great bike. I also can’t help but wondering what the heck the engineers were thinking when designing some of these features.
One of my biggest pet peeves, aside from the backfiring which I now fixed, is the kickstand. Now, there’s nothing simple I can do to fix the plastic foot that loves to break off, but I can and have fixed the issue where the kickstand likes to help itself rearward 3”-4” toward the folded position as soon as you take the weight off of it, setting you, a friend, or family member up to drop your bike onto its side and onto themselves. Here is a pic of the stock kickstand as soon as you take the weight off.


As you may or may not know, its because there is a rearward tension being exerted on it by the retainer springs as the curved spring bracket winds around the back side of the kickstand’s pivot bolt bushing. Here is a close up of the stock mechanism.


To eliminate the rearward pull, the fix is a simple $1.00 replacement bolt.
1) Find yourself a replacement kickstand pivot bolt. The OEM bolt is a M8x26 Torx 40 Countersunk bolt. What you need is an M8x20 Countersunk bolt. I found one at Fastenal with an Allen head. It was made by FKE and was rated 10.9. They may also come zinc plated, but I was in a hurry and bought a black one. Here is a pic of its slightly shorter brother.
Notice in the picture below, the length of the replacement bolt is roughly the same length as the stock bolt with the bushing on. The reason you can’t use the stock bolt without the bushing is that there is an unthreaded shoulder (grip) right below the bolt head underneath the bushing. This unthreaded part hits the frame threads before the bolt head tightens down. You can see the unthreaded section peeking from under the bushing in the pic below. There’s plenty of frame thread. I was not so lucky to receive a different bolt in my tool kit. I only received an identical bolt to the one i am replacing. You can even get away with an M8x25 I believe, but its not necessary.2) OK, so now that you have the bolt, go ahead and have a friend hold up the bike, or prop it up somehow so that you can fold up the kickstand. This releases tension on the springs to a point that the kickstand is easier to work on. Go ahead and remove the stock bolt and bushing and place in storage as you will not need either again.
3) Replace the bolt with the M8x20 and tighten down. You are now done. When now lowering the kickstand into its fully open position, the spring tension is slightly forward of the axis of the pivot bolt, thereby exerting the slightest forward force on the kickstand and keeping it firmly opened and planted against the stop bolt below the footpeg. Notice the slight shadow under the kickstand foot to show that it is staying down of its own accord! Note that this “fix” in no way affects the ability of the springs to hold the kickstand in the fully closed/folded position. Good luck
I don't mind the auto lift sidestand, its kind of nice to just tilt the bike and have it lift out of the way. A little lubrication and it will pivot all the way up and not stop partway.
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Old 03-09-2013, 04:25 PM   #3448
Magile
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[QUOTE=tujacov;20904974]I was looking for a carbon exhaust guard...

I really like much more the one below, does anybody know where to buy it? It covers much bigger area of exhaust. I saw it on

thumpertalk forum

Maybe this?

http://www.shop.pirieperfprod.com/20...-P3HSKT500.htm



Cheers, M.
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Old 03-09-2013, 04:37 PM   #3449
Saltydog86
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Quote:
Originally Posted by tujacov View Post



Where can these shroud graphics be found?
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Old 03-09-2013, 07:47 PM   #3450
team ftb
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Quote:
Originally Posted by Bengt Phorks View Post
The bike is so smooth that you get the feeling that it doesn't have a lot of power, but it will go 100+ mph.
Remove the screen in the back of the silencer and your performance will increase. The other thing to do is get the 3 position map switch so you can take advantage of the different map settings. They left out the info on the map settings in the 2013 owners manual but it is in the 2012 manual..


I love your screen name!! I totally agree the bike is very smooth, which is nice The power is even decent, just not as much off the bottom as a stock 525 EXC. Though the 500 revs very quickly (picks up RPM's) in comparison to the 525 (with the stock bore not 570 cylinder). The only viable complaint I have so far is the slight hesitation when yanking open the throttle. Actually hesitation is too strong of a word. Its not a bog, or stumble, more like it pulls like a 350 for a brief second then begins to pull like a 500. Tighter gearing will help mask this symptom a bit but does not eliminate it. My screen is removed.

I was curious if I was imagining things or going bonkers as I had not read about this symptom elsewhere. Turns out Chilly White an ex Six Days competitor and journalist mentions it here in his review of the 500:

"I did one performance modification, the addition of a FMF full exhaust system. This is the Mega bomb header with the 4.1 silencer and quiet core spark arrestor. The biggest benefit of the exhaust is to give a more direct feel between the throttle and rear wheel. The 4.1 with quiet core will still pass a 96db sound test with ease.

With the stock exhaust there is a little lag in reaction time. Of course this is the same with the 350 and 450 KTM models also. The difference with the 500 is that when it does react, you realize that you have grabbed too much throttle, sort of an overreaction. It is not much of a problem for trail riding, but it can make racing in technical terrain tedious. So the exhaust helps that issue, giving a more precise feel to the rider. I also think that the motor is less prone to flame out stalls with the open exhaust."

He also brings it up in his review of the 500 video here at the 2 minute mark.

http://www.youtube.com/watch?v=ngXj1...rg1uA&index=46


Its not a huge issue or anything just something I noticed. Its my first FI bike and maybe my expectations were that it would have unreal throttle response and control. We're all different people and riders and have differing preferences. Have not tried the map switch yet and I'm not sure its what I would want. Though I'm willing to listen to what people have to say about it I'm not looking for a more aggressive power delivery, as I think its lovely and responsive everywhere, except that initial throttle response.

Quote:
Originally Posted by Bengt Phorks View Post
Increase the sag on the rear to 4.5 or 5 inches and the bike will settle down and be more stable. The PDS shock geometry is different from the motocrossers and more sag helps with the stability.
It took 25+ hours of riding before the bike started to loosen up, so give it some time before you start changing things.
I've not tried more sag than 115mm (about 4.5") on the 500. I agree more sag will increase the stability. At 5'5" believe me I could do with 200 mm of sag to get my feet closer to the ground. However when I tried running 125mm (just under 5"), that much sag on my other KTM PDS bikes it did lower the bike and increase stability which was nice, but the trade off was all the weight was taken off the front end and effected the plushness of the front forks over bumps, rocks etc. It was not bad on the large obstacles but on the smaller trail hack it lost a lot of plushness, started deflecting etc. I also noticed the shock lost plushness as well. All I can think off is with that much sag you're deeper into the damping of the shock making it harsh. in addition it hindered its cornering enough that even i noticed. Though as you say it did indeed make it more stable. Again I have not tried more rear sag on the 500 so maybe I'll try it again and see what its like.

Again these are all just my thoughts and experiences and not what everyone finds, needs, or desires.
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