Buying a dual purpose bike

**nallac** · 23rd March 2009, 20:24

can't make em look any worse...

**Paladin** · 23rd March 2009, 20:29

Originally Posted by nallac

can't make em look any worse...

meowwwwwwwww!

**chasio** · 23rd March 2009, 21:27

Hijack alert!

**Paladin** · 23rd March 2009, 21:40

Originally Posted by chasio

Hijack alert!

**Waihou Thumper** · 23rd March 2009, 21:48

Originally Posted by Paladin

Are parts and optional extra accessories cheap for a KTM then? I know that a KTM will come well kitted out initially but they still get you on the back end don't they? More regular servicing, expensive parts etc????

I'm no expert on KTM's, but was just wondering is all.

Parts cheaper than Japan bikes and you can service a lot of the things yourself....The fuel injection beasts might be a different story, I will be looking for a 640A 2005 if one pops up or a second hand 690A in five years from now...

There is wealth of info on ADV and KTM talk, get everything you need from there..

**Woodman** · 23rd March 2009, 21:58

Originally Posted by NZKTM

Parts cheaper than Japan bikes and you can service a lot of the things yourself....The fuel injection beasts might be a different story, I will be looking for a 640A 2005 if one pops up or a second hand 690A in five years from now...

There is wealth of info on ADV and KTM talk, get everything you need from there..

Yep KTM is what the klr will be replaced with when I have finished with it.
At the risk of being excommunicated from the klr brotherhood, the new generation klrs just don't do it for me at the moment. KTM def does.

**pete376403** · 23rd March 2009, 22:01

But you never really finish with a KLR - you just add another farkle

**Paladin** · 23rd March 2009, 22:10

Originally Posted by NZKTM

Parts cheaper than Japan bikes and you can service a lot of the things yourself....The fuel injection beasts might be a different story, I will be looking for a 640A 2005 if one pops up or a second hand 690A in five years from now...

There is wealth of info on ADV and KTM talk, get everything you need from there..

You know I honestly woud never have guessed Parts are cheaper for KTM's than Japanese bikes, but like I said I'm no KTM expert, just presumed they would be expensive because they are so highly refined machines in alot of ways!

Originally Posted by Woodman

Yep KTM is what the klr will be replaced with when I have finished with it.
At the risk of being excommunicated from the klr brotherhood, the new generation klrs just don't do it for me at the moment. KTM def does.

All DR vs KLR banter aside, I'm with you on that. If I had the money to blow on a KTM, I sure would have!!!!!!!!

But it will remain a goal for the future, which is fine and fortunately am 100% happy with the '09 DR so all is good! (not so happy with myself for being a numpty and risking it offroad with no bashlate tho!)

**Waihou Thumper** · 23rd March 2009, 22:43

Originally Posted by Paladin

You know I honestly woud never have guessed Parts are cheaper for KTM's than Japanese bikes, but like I said I'm no KTM expert, just presumed they would be expensive because they are so highly refined machines in alot of ways!

I have bought a few things and replaced parts...
Clothing is expensive, has the KTM brand....
I bought a new front guard, orange from Austria....It arrived and it was all of $37.00 I recall....

Mind you engine bits and pieces could be expensive. Chains, sprockets etc are average.

**warewolf** · 23rd March 2009, 22:58

Originally Posted by Paladin

Are parts and optional extra accessories cheap for a KTM then? I know that a KTM will come well kitted out initially but they still get you on the back end don't they? More regular servicing, expensive parts etc????

I'm no expert on KTM's, but was just wondering is all.

Quite often the KTM parts are a lot cheaper, and the bikes tend to come with more equipment standard. The more regular servicing is a myth, usually comes from erroneously comparing trail bikes to race bikes. The LC4 is in the former category. The service intervals on the LC4 are 5000km, the EXC bikes 1500km(?) (both for road use). Similarly a WR-F would look appalling in terms of servicing & reliability compared to a DR. It's not a valid comparison. My DR-Z ran 1000-1500km between oil changes, my LC4 always does 5000km and the oil looks to be in better condition.

I would add that KTM riders tend to have more pride in their mounts, and take more care of them. They tend to do more work that is neglected but no less necessary on other bikes. Gross generalisation but likely true often enough.

Unfortunately, KTM used to have a pricing model of fair prices for bikes (higher) and for parts (lower). But they have been moving to the Suzuki model of cheap bikes and then stinging you for parts afterwards. Bit of a piss-off if you bought you bike under the old regime, as you are being stung twice.

In other respects, there are swings and roundabouts. The Euros can be quirky but at the same time, well designed. Eg the LC4 requires burping/priming the frame oil reservoir when the oil is changed, sounds fiddly/messy but not a big deal. Call it a -ve. On the +ve side, there are very few fastener types and sizes and numbers, so accessing things is quicker and easier. Again the DR-Z; it required about 6 different tools to remove the seat and side covers (several different screwdrivers, a couple of hex bolts, allen key?) to get to stuff. The LC4 has one bolt to remove the seat, everything is under there. Plus that same size undoes 6 bolts to remove the headlight mask to expose all the wiring etc. One more bolt (different size) and the tank is off. On the front end, the triple-clamp bolt heads are the same size as the front wheel pinch bolts. The DR-Z had different sizes, despite similar torque values.

And dealer servicing is no different to any other brand. It's always cheaper to do it yourself though.

A final thought; one of the reason KTM parts can be cheaper is the long model runs and continuity of parts. There's lots of stuff for the the MX/XC bikes that will bolt straight on to many different years, models and sizes of bikes, even across families. Eg I've ripped the front guard & brace off my LC2 and bolted it up to my LC4. Chains & rear sprockets are the same on all KTM full-size bikes (except LC8), so I move them between the LC2 and the LC4 on occasion. The 640A has the 950 front wheel etc, but the 640E has the RFS-style front. The LC4 rear wheels, despite having the drive on the other side, are the same as RFS bikes - except for the cush drive, which people often choose to add or subtract by swapping to a wheel from the other family. etc etc etc

**Waihou Thumper** · 23rd March 2009, 23:12

Originally Posted by warewolf

Quite often the KTM parts are a lot cheaper, and the bikes tend to come with more equipment standard. The more regular servicing is a myth, usually comes from erroneously comparing trail bikes to race bikes. The LC4 is in the former category. The service intervals on the LC4 are 5000km, the EXC bikes 1500km(?) (both for road use). Similarly a WR-F would look appalling in terms of servicing & reliability compared to a DR. It's not a valid comparison. My DR-Z ran 1000-1500km between oil changes, my LC4 always does 5000km and the oil looks to be in better condition.

I would add that KTM riders tend to have more pride in their mounts, and take more care of them. They tend to do more work that is neglected but no less necessary on other bikes. Gross generalisation but likely true often enough.

Unfortunately, KTM used to have a pricing model of fair prices for bikes (higher) and for parts (lower). But they have been moving to the Suzuki model of cheap bikes and then stinging you for parts afterwards. Bit of a piss-off if you bought you bike under the old regime, as you are being stung twice.

In other respects, there are swings and roundabouts. The Euros can be quirky but at the same time, well designed. Eg the LC4 requires burping/priming the frame oil reservoir when the oil is changed, sounds fiddly/messy but not a big deal. Call it a -ve. On the +ve side, there are very few fastener types and sizes and numbers, so accessing things is quicker and easier. Again the DR-Z; it required about 6 different tools to remove the seat and side covers (several different screwdrivers, a couple of hex bolts, allen key?) to get to stuff. The LC4 has one bolt to remove the seat, everything is under there. Plus that same size undoes 6 bolts to remove the headlight mask to expose all the wiring etc. One more bolt (different size) and the tank is off. On the front end, the triple-clamp bolt heads are the same size as the front wheel pinch bolts. The DR-Z had different sizes, despite similar torque values.

And dealer servicing is no different to any other brand. It's always cheaper to do it yourself though.

A final thought; one of the reason KTM parts can be cheaper is the long model runs and continuity of parts. There's lots of stuff for the the MX/XC bikes that will bolt straight on to many different years, models and sizes of bikes, even across families. Eg I've ripped the front guard & brace off my LC2 and bolted it up to my LC4. Chains & rear sprockets are the same on all KTM full-size bikes (except LC8), so I move them between the LC2 and the LC4 on occasion. The 640A has the 950 front wheel etc, but the 640E has the RFS-style front. The LC4 rear wheels, despite having the drive on the other side, are the same as RFS bikes - except for the cush drive, which people often choose to add or subtract by swapping to a wheel from the other family. etc etc etc

For the quick quote, couldn't have expressed it better myself mate..

**Paladin** · 23rd March 2009, 23:14

Geez Colin, I may have to read that 8 times to absorb all that info!

**Waihou Thumper** · 23rd March 2009, 23:15

Originally Posted by warewolf

Eg I've ripped the front guard & brace off my LC2 and bolted it up to my LC4. Chains & rear sprockets are the same on all KTM full-size bikes (except LC8), so I move them between the LC2 and the LC4 on occasion. The 640A has the 950 front wheel etc, but the 640E has the RFS-style front. The LC4 rear wheels, despite having the drive on the other side, are the same as RFS bikes - except for the cush drive, which people often choose to add or subtract by swapping to a wheel from the other family. etc etc etc

AND don't forget Husaberg....
I just put the new chain on my KTM, 520 chain size, the same as the Husaberg that came with the bike, new sprocket too...SO, that saved me some dosh!

**NordieBoy** · 24th March 2009, 07:50

Originally Posted by pete376403

But you never really finish with a KLR - you just add another farkle

Unless you're Woodman...
He's slowly finishing his KLR off

**NordieBoy** · 24th March 2009, 07:56

Originally Posted by warewolf

The more regular servicing is a myth, usually comes from erroneously comparing trail bikes to race bikes. The LC4 is in the former category. The service intervals on the LC4 are 5000km, the EXC bikes 1500km(?) (both for road use). Similarly a WR-F would look appalling in terms of servicing & reliability compared to a DR. It's not a valid comparison. My DR-Z ran 1000-1500km between oil changes, my LC4 always does 5000km and the oil looks to be in better condition.

The new injected WR250R has 10,000km service intervals and 40,000km valve clearance checks

Max power at 10,000rpm!
Direct ignition coil sitting on top of the sparkplug.
30km/L from the 8L tank.