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With some practice though, you're right. The same goes with starting the motor. When it's cold, the kick-starter should be cranked over a few times with the throttle open. Then, when it's fully primed, put all your weight behind the kickstart lever and it fires. Half hearted jabs are going to leave you with an awfully painful leg .
Perhaps the only contentious issue concerning the engine is which carby to use. At Amaroo Park, Bed Flood had to exchange the Bing for a Lectron Powerjet after the bike was refused to run properly. Well with the new carb Gerond Rond and the 495 were right as they flew by everyone.
Not content to leave it at that though, we reinstalled the Bing to see what would happen. To our surprise it worked fine; maybe a tad too rich but nothing to complain about. Obviously the conditions in which we rode the bike proved suitable; a hot day or another track with a different altitude could change all that. Which basically leads us to the conclusion that the carb will work OK, as long as you are prepared to fiddle with the jets.
Among open-class fanatics 1982 will be remembered as the Year of the Four Speed Gearbox. With the stronger, more flexible power, most powerful motocross bikes don't need five gears. First is usually too low and throws the others out of place. Four speeds are good then for Motocross but bad for the guy who may want to go Enduro riding.
Phil Lovett will be riding the 495 next year so to make it more flexible a fifth gear and selector drum from the Enduro model will be added. Simple.
Suspension and Frame
It had to happen eventually. Even if the KTM factory is situated in a quaint little Austrian town set among the rolling countryside, it cannot continue to ignore hyper-technology and consumer demand. So they went the full hog, borrowed some of Honda's technology and fitted the best damn shock you can get. With an Ohlin unit KTM have just got to start with an advantage over everybody. |
First of all, if you're much under six feet tall, touching the ground is going to be very difficult. Also with the powerful engine, meticulous throttle control is necessary in tight corners. So although the bike is an accurate steerer, you are faster to swing wide and blast out of them. Physically the bike is fairly large. It isn't a bike to throw around underneath you. The KTM is rather like a guided missile; aim it where you want it to go, light the afterburners and hang on tight! Wooped out straights can be treated with disdain, steep dropoffs simply disregarded.
A rider sits "on" the KTM, not in it. Mainly because the seat is so hard, which it should be. The footpegs are mounted high so you don't snag your feet if the suspension bottoms out. All in all the KTM 495 is a tight, precise handling, very predictable mount.
Detail
From the Metzeler front tyre back to the rear number plate-mudguard combo, the KTM is pure class. Excellent Metzeler tyres, Magura levers, Regina chain and quality workmanship. The 495 is simple and functional; a clean, white, attractive tank accentuates the bike's simple lines. We aren't too keen about the Magure throttle though and the front brake is pretty weak. Like Maico and Husqvarna, KTM do not seem to be able to make a strong front stopper. Nice and progressive but woefully weak.
Conclusion
There is no doubting the big KTM, it's one classy machine. Fine suspension, an incredible engine and extremely predictable handling. Most people secretly yearn to own a top European bike although they may never admit it, because although the Japanese hardware is cheaper and probably just as quick the KTM has a little more of everything. It is designed by experts, built by craftsmen and sold by enthusiastic dealers. And for some almost inexplicable reason that sets the KTM apart from just about anything else! |
