It comes as no surprise the EXC is well suited for
woods duty. The precise-shifting, wide-ratio 6-speed transmission and
liquid-cooled 4-valve OHC motor work in harmony to create a formidable
package. It has a low enough first gear that it can easily conquer the
steepest hill climbs or a complicated single-track at a mellow pace. Dial in
an upshift or two along with some liberal wringing of the throttle you can
have quite the e-ticket ride up that same trail. The electric start makes
recovering from failed attempts much easier than if it was kick-start only.
It does come with a kick-starter, though, just in case.
Even with its 58.3-inch wheelbase, the 525EXC feels
extraordinarily nimble for an open classer. At 265 lbs. full of fuel, it’s
obvious KTM did a great job of distributing the weight because it feels
lighter than it is. Our resident photo-hound and official WORCS photographer
Tyler Maddox was particularly impressed with the 525s disposition in the
woods.
“I can’t believe how light it feels on the trails,”
explained Maddox, owner of an enduro-spec KTM 125SX. “The only time I really
noticed the weight was when it carried that extra inertia through the
high-speed turns. I was surprised how slim it was, too.”
Low rpm power delivery from the 510cc motor is one of
the bike’s positive attributes. It feels even more potent than the dyno
results reveal. The long-stroke Single (95 x 72mm bore and stroke) and 11:1
compression ratio combine to produce a substantial 34 lb.-ft. of torque at
6000 rpm. Horsepower on our test unit topped out at a respectable 44.4 hp at
7600 rpm. Usable power arrives down low and signs-off sooner than
track-tuned motors like the 450SX, but it is the linear power curve that
makes the 525EXC so versatile. The motor revs quick and pulls really hard
yet never seems harsh.
During one of our first forays into the woods, one of our
test riders tried to wheelie over a large log that had fallen across the
path. Unfortunately, while in the middle of the maneuver, he just slammed
into it and smashed the right underside of the frame in the process. A
skid-plate is one of the necessary aftermarket items we definitely
recommend. The chrome-moly steel chassis features a double-cradle design and
a removable aluminum subframe.
Thanks to its tall gearing and meaty motor, the 525 is just at home in the
desert as it is in the woods. Our guide in the Idaho desert, test-rider Tony
Severa, recommended we head to Reynolds Creek, a popular riding area that
begins at Hemmingway Butte OHV Park located south of Nampa. Severa, who owns
a 2003 KTM400SX, was particularly impressed with the big orange monster.
“This bike is incredible,” Severa said so eloquently after returning from
his first ride. “I love that extra power and it feels so small and similar
to my bike. I want one.”
With the higher speeds attainable in the desert came the opportunity to
really tax the fully adjustable suspension. The 48mm WP inverted fork is
splendid. It only bottomed out on the biggest of hits (according to our
air-certified colleagues) and almost always kept the front wheel tracking in
the right direction. The linkageless WP shock that attaches to a long
swingarm is equally up to the task, once properly adjusted. As delivered, it
had a tendency to buck the rider in the braking bumps and rough trails at
high speed. Once plugged in with more rebound damping the rear end tracked
bumps much better.
Together this set-up provides a generous 15.2 inches of
ground clearance and a civilized 36.5 inch seat height. We did experience
some headshake a couple times in the desert portion of the test, but that
often comes with the territory when you ricochet the front wheel off a rock
at 70 mph.
New bright orange bodywork features angular lines that mix with the
titanium-colored frame to give the 525EXC a distinctive, factory appearance.
The plastic holds up fairly well against abuse but it becomes scruffy once
scratched up. In particular, the lower portion of the tank where boots make
consistent contact looks hammered on our tester. The graphics are tough,
they’ve managed to survive attacks from various plant life, sedimentary rock
and the occasional fuel spill yet they still look good peeking out from
under a thick layer of mud after a hard ride. The one-piece tail and side
number plates are great for quick tear downs, but the area for placing
numbers is pretty small.
Prospective owners will be tempted by an impressive array of quality
hardware on the 525EXC. Tapered, oversized Magura bars and an aluminum
kickstand are standard equipment, as are wide, titanium-looking footpegs and
quality Excel wheels. The 21-inch front hoop holds a 90/90-21 tire while the
rear utilizes a 140/80-18-spec tire.
Top-shelf brakes feature steel-braided lines, a two-piston
Brembo caliper gripping a 260mm wave rotor on the front, while a
single-piston Brembo clamps to a 220mm wave rotor in the rear. The braking
components are powerful, provide excellent feedback and never ever faded or
howled in complaint. The firm gripper seat is decent at first, but its edges
can cause some butt chafing after several hours of riding. Unfortunately,
its 2.25-gallon tank never seems to run dry, so quitting because you’re out
of gas won’t be a viable excuse.
One tool a serious enduro rider needs is a multi-function instrument panel,
and here the KTM delivers in spades. The clean LED display, accessible by
way of a 3-button pad on the left-side handlebar, has all the functions you
could ever want. In addition to a typical speedometer and hourmeter, there
are also two average-speed displays, two tripmeters, and a place to enter
wheel-size calibration codes if you decide to change the hoops for supermoto
duty. Nice.
The sharp-handling 525 has become a favorite among our testing crew during
the two months of abuse we’ve thrown at it. It goes anywhere you point it,
the electric start makes life easier if you are having an off day, and a
nice hydraulic clutch makes maneuvers in the tight stuff that much easier.