1983 KTM 504 MXC

5 Фев 2015 | Author: | Комментарии к записи 1983 KTM 504 MXC отключены

1983 KTM 504 MXC

Best 4 Stroke of Bike Magazine

I should this with: I no longer own motorcycle, nor did I ever do anything it other than wash it. I it in early Winter, spring a streetbike accident and after I I bought the bike I wanted in the place: my ATK 605 DSES. I keep here because I did a lot of research this together and there are riders out there who race old Rotax powered KTM’s.

in the late 1970s and early the motocross world desperately (or at least seemed to want) a lightweight, high horsepower, motorcycle. There were a of frame kits made for the TT500 engine but their left them unattainable for the rider. The Honda XR500 was a motorcycle but it was too porky and Honda saw it as a playbike—definitely not a serious motocross

The Europeans were usually the of exotic hardware to fill niche markets. Bombardier the Can Am Sonic 500 in 1982. It featured the designed, Rotax built 500 cc … single.

The Rotax a belt driven, overhead cam and 5 speed transmission. It was to be marketed to any and all interested in using it and soon the ‘small block Chevrolet’ of the world. In fact, this is still used today in the ATK 600 the CCM 604 and a long line of Ron Wood road racing and flat bikes.

A twin cam version of this also powers the BMW F650 In short, it’s a timeless, design.

In case you aren’t with the construction of European they tend to be built like customs than motorcycles. The best components as Magura controls, Marzocchi Ohlins or Fox Shocks often get because they usually do not enough motorcycles to make their own components worthwhile. were components that of lesser machines would add if had the money or at least would many a night dreaming

When KTM built a thumper to in the ‘growing’ 4 … market, went all out. In early Dirt Bike Magazine was in the testing and development of the prototype The new KTM 504 featured all premium components.

A disc-brake equipped wheel was at the end of a stout Marzocchi 43 mm fork, 300 mm (11.8) of travel. KTM’s generation ‘Pro Lever’ shock suspension, complete a Fox Twin Clicker shock, a matching 300 mm of travel out back. KTM a retuned version of the Rotax for the 504. It featured 504 cc versus the 498 on the Can Am courtesy of an 81 mm …—1.5 mm longer the Can Am.

The engine’s larger intake inhaled through a KN filtered carburetor (36 mm) and exhaled through a SuperTrapp exhaust. Controls first rate Magura and Acerbis built the plastics. It was a who’ of trick parts and the price of $3080 reflected (34% more than a XR500).

The bottom line is this was a serious motocross albeit a four … Fast forward to November

I had just purchased my BMW R100GS and way too much money fixing it up. Christmas approaching and the possibility of job within 6 months, I was in no position to buy bike. Nonetheless, one of my long dreams was to have a really dual sport motorcycle. Not a 400 Kawasaki KLR 650 or a homogenized Honda with it’s electric and semi-serious chassis.

I wanted it the engine, the suspension, the brakes—and enough street legal to keep me from getting a What’s more, it had to be cheap. Of I wanted it to happen in the future, I had finished paying for the Beemer, but does not wait.

Before finding the following ad at the web site. I knew nothing KTMs. Back in 1983, the thing from my mind was a dirt bike. Nonetheless, ad’s description was tempting:

KTM 500 4 … enduro, lots of has street plate, little good cond, runs Lancaster area

DANG! a local bike. The price at $1000 but started going $100 a week. I suspected the remote location (70 miles the nearest Los Angeles suburb) and the holiday season had something to do the lack of interest.

After the ad for a few weeks, I decided that wouldn’t hurt. I called the guy and that he was only in the area on and worked in LA during the week. I had for the upcoming weekend but we arranged for me to out and see it at night.

Well, to say that the was rough would be an understatement. It was in his front yard and not ridden. The was covered in wet oil and sand (not a film), it had awful leaks, a front wheel with a spoke, a bent rear a broken footpeg and thrashed sidecovers.


The charging system didn’t and it’s no wonder—the conversion of bike to ‘street legal’ was not properly. It had a bundle of like-colored gathered by zip ties and connected cheap …-connectors and wire-nuts. The headlight glowed a faint when the bike was running. The taillight and turn signals intact but not working.

There was no horn or speedometer, mirror or else you would associate a ‘dual sport.’ It was an equipment ticket waiting to happen. it did have the coveted California plate. Unfortunately, I had no money and the wasn’t negotiable on the price.

I to pass on it. For the next few weeks, it to be listed, then the price to drop again. I decided to do homework and figure out exactly it was. A ride to KTM of Mojave me nothing. The teenager working the counter insisted that if it was a then it had to be a 495.

I asked if was the 4 …, and he said, no, they make a 4 …. I was getting

The bikes in my magazines were all different from one another. had a different exhaust, slightly plastic or some other difference. Still more the KTM I was looking at, had parts that match ANY of the magazine bikes. The on this KTM was damaged at one time and tried to weld it up.

In the process, they destroyed the To make it worse, the pipe it was to was also modified (in a very bad so the whole assembly needed

What I wanted was the same exhaust I saw in most of the magazine If it was not available, I would have to out my own solution to the exhaust problem. The I had dealt with for years, handled KTM. I called and inquired to the availability of the tail

KTM told the parts guy that never sold a SuperTrapp for this bike. I stood my based on three tests color photos showing exhausts but KTM insisted that it was made. It was soon obvious if I bought this bike, I have to become my own expert.

the first week of December, the of the KTM and my ability to ‘float’ my bills for a finally brought the KTM home. much soul searching, I that while it was very it’s construction from parts would make it and maintainable. I also decided to it a junkyard dog. A local motorcycle junkyard full of mid 80s Japanese bikes would the parts.

A Honda Elite scooter system would supply a DOT legal horn, turn switch and voltage regulator. Ron Racing Products would be a for any Rotax engine parts I need. The Fox Twin Clicker could always be serviced (if it needed it) and the Marzocchi forks in good enough shape they would likely need anything but seals and Aftermarket Brembo disc pads had to be available and I could get the shoes relined if necessary.

The item was the bent rims. I that I could get junkyard for $40 or so and debuild them for cheap


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