2024 KTM 500EXC-F: REPORT CARD

After testing KTM’s new-generation 2024 enduro models this time last year at the international media launch (on Lesotho’s infamous Roof of Africa trails), we soon got a pretty good idea of how these radically overhauled machines differed from their predecessors in terms of performance and personality. It was clear this new range of bikes had taken a noticeable step forward in four main areas: straight-line stability, front-to-rear chassis balance, fuelling efficiency, and serviceability. And having a 2024 KTM 500EXC-F on Transmoto’s long-term test-bike fleet for past few months has only reinforced those positive initial impressions.

But as anyone who’s spent their hard-earned on a motorcycle will tell you, a bike’s performance is only half the equation; maybe less. The ownership experience also has a lot to do with what that motorcycle is like to ‘live with’ over the longer haul – everything from fastener commonality to ease of maintenance to adjustability to component design and durability.

So, let’s shine a spotlight on the components that jumped out at us after riding, living with, and working on the 2024 500EXC-F for the past few months, and flag a few things we may need to keep our eye on…

THE GOOD STUFF…

Like the rest of KTM’s 2024 enduro model-range, the 2024 500EXC-F boasts 95% new parts (yep, brakes, clutch, hubs and wheels are pretty much the only bits carried over from its predecessor). But which of these new components are new and genuinely improved? Here are the items that earned a mention in “the good stuff” column in our workshop notebook:

• THE FORK – WP’s all-new 48mm XACT CC fork (the first closed-cartridge fork to be fitted to a production KTM) creates a noticeably firmer and racier feel to the 2024 bike’s overall ride, and rewards riders who can give things a nudge. Compared with the XPLOR open-cartridge fork, WP’s XACT Closed-Cartridge fork probably gives away a little initial-stroke plushness in slow-speed, technical terrain (using the standard compression clicker settings, anyway), but it delivers noticeably more control and progression through the stroke and a lot more bottoming resistance when it comes to big hits and G-outs. And that added versatility – which is what exactly what you’d expect from a closed-cartridge fork – means a more comfortable ride across a wider range of terrain. Most significantly, though, this new fork gives the 2024 bike’s chassis a much more neutral front-to-rear weight bias by holding the fork up in its stroke more consistently. Gone is that nose-down feel that heavier, faster riders have long criticised WP’s XPLOR fork for and, as a result, the new rolling chassis has a more stable, planted, sure-footed feel – particularly at high speed. The 2024 500EXC-F is less prone to getting unsettled or knocked off line by large impacts, and that gives you the confidence to attack bigger obstacles with more aggression. For anyone who’s sampled WP’s $1950 aftermarket XPLOR Pro 6500 Cartridge-Kit fork … well, this XACT Closed-Cartridge fork from WP feels much the same. Which makes sense as their designs are similar.

• HANDLEBAR MOUNTS – They’re more crash-proof, thanks to the new one-piece upper bar clamp and larger clamping surface area.

• FOOTPEGS – With the all-new footpegs being a little lower, rear-set and mounted further inboard, the 2024 bike’s peg/seat/handlebar triangle creates a stronger stance on the bike. And when you combine that added ankle- and calf-area leverage with the revised shape of the plastics around the bike’s girth, the result is bigger and more symmetrical contact ‘patch’ for your boots and knees. And that gives you noticeably more purchase on the bike and takes weight off your arms.

• TOOL-FREE CLICKERS (on both the fork and shock) – What better way to encourage owners to fiddle with suspension settings and find the optimal set-up! Also, the range of adjustment available from the new closed-cartridge fork is much greater than what the previous fork offered.

• ELECTRONICS – The under-seat OCU (Off-road Control Unit) headlines an all-new electronics package by not only doing away with those agricultural-looking fuses and relay switches; but also helping with electrical troubleshooting. The addition of the ‘rollover’ tech makes a lot of sense for enduro riding too.

• HANDGUARDS – Big and robust, they offer very effective protection against tree strikes and crash damage, but they’re not the prettiest things.

• HEADLIGHT – Now LED and three times more powerful than the 2023 version. By comparison, the old headlight feels like a kerosene lantern!

• SWITCHBLOCKS – Sleek, modern and functional, with the recessed kill switch preventing inadvertent chest strikes.

• SKIDPLATE – Conforms to the frame cradle way better than on the 2023 model and offers the engine cases noticeably more protection.

• SIDESTAND – Forged, sleek and strong, but a bit awkward to flick down with a set of boots on (but nowhere near as awkward as the same new stand on the 2024 Huskys!).

• CHAIN GUIDE & CHAIN SLIDER – Both cleverly designed, and more durable versions of their predecessors.

• HANDLEBAR PAD – Bigger is better unless it’s getting in the way of your view of the instrument (which it doesn’t).

• TEXTURED SURFACES – From gripper seat to special patterns on frame guards, engine covers and shrouds, KTM has clearly put a lot of thought into the functionality and durability of every single component.

• PLASTICS – Gone are the days when dirt bike plastics are one step removed from ice cream containers. For 2024, the plastics are high-gloss, super-strong precision parts.

• REAR WHEEL LIP – An ingenious little lip has been machined into the LHS swingarm and rear brake calliper, so the rear wheel now sits in place without the axle inserted.

• RADIATOR LOUVRES – The removal of the lower cross-member means any trapped leaves and grass can now be much more easily cleared (without removing the entire louvre).

• SERVICEABILITY – With key bolts’ torque settings (along with “oil” or “fluid”) now cast into the engine cases, and arrowed reminders where copper washers need to be fitted, owner maintenance is more idiot-proofed than ever. You’ve also got to like the convenient fact the all-new PDS shock comes with identical bearings for its upper and lower mounts.

WE’RE KEEPING OUR EYE ON…

FINAL GEARING

The 500’s standard 14/50 gearing can feel a bit tall if you mainly ride bush, which is why many KTM dealers will fit a 13T countershaft sprocket (supplied in the bike’s parts kit) before the bike even leaves their dealership. The slightly shorter 13/51 combo our project bike came supplied with makes the power punchier out of slow-speed corners (which can be hard to stay on top of when you’re tired), plus the thing hits the rev limiter in sixth at about 135km/h. So, we reckon a 14/51 combo will be the perfect middle-ground gearing for the big 500, and have ordered a 14T countershaft sprocket.

CHAIN TENSION

The exaggerated anti-squat chassis design introduced for the 2024 models means you now need to set your chain tension with more-than-average freeplay – like a recommended 58mm of it! So, if you’ve owned KTMs for years and gotten accustomed to the four-fingers-behind-the-chain-slider measurement (48-50mm), you’re going to have to update that old habit. Don’t believe us? Remove the shock and watch how tight the chain gets on the 2024 bike when you move the swingarm through its full range of motion. Keep an eye on your chain slider too as it wears quicker on this new model.

FUEL PICK-UP

Relocating the fuel pump from the bottom LHS to the rear of the fuel tank certainly has its advantages. Now that it’s hidden under the seat and behind the tank, the fuel line is no longer prone to snagging on sticks. And by conveniently routing the fuel line and fuel pump electrics together, the tank is easier to remove. The downside, however, is that the fuel pump’s pick-up now sits, say, 50-60mm above the low-point of the tank (the LHS lobe). So, if you’re riding on smooth, flat terrain, the bike will run out of juice when it’s still got a litre or two left in the tank. In other words, KTM’s design team is relying on you to ride enough rough terrain to splash that remaining fuel up into the higher ‘bowl’ of the tank where the pump’s pick-up sits.

WATER INGRESS

We reckon the new design of the under-seat grab-handles and airbox lid allows water to get into the airbox more easily than on the previous generation EXCs, and it tends to funnel and deposit that water onto the air filter right above the air intake. The best way around this is to buy an airbox plastic wash cover from KTM’s PowerParts catalogue and use it religiously when you wash the bike. After a wash, it’s also worth a blast of compressed air to get rid of the water that likes to pool in the plastic ‘tray’, where all the electrical componentry is housed.

AIR FILTER FITMENT

If you take the plastic air filter cage out of the bike and sit it on a flat surface, you’ll notice its base is slightly bowed. The idea of this design is to the ensure adequate pressure is maintained on cage’s fastening lugs to prevent them from inadvertently popping open. Which is fine – so long as you make sure the far-side lug is properly located and fully inserted into its grommet. If that far lug isn’t properly seated, the near-side lug can pop open. And the bowed cage shape can then compromise the seal of the filter’s mounting surface.

WHAT’S NEXT?

The crew from KTM Australia have flowed us a set of factory triple clamps, a gripper seat, and a few other protective and bling bits for our 500EXC-F project bike, so stay tuned for our feedback about those parts down the track. We’re particularly keen to sample the factory triple clamps, which we hear have a much different flex character, and to do a back-to-back test of the clamps’ easy-to-adjust 22mm and 20mm offset options.