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ALL THE DUAL SPORT OFFERINGS FOR 2026 IN ONE PLACE https://youtu.be/_nBd9jWOhZo The post 2026 DUAL SPORT BUYER’S GUIDE VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Last month’s Wiseco Two-Stroke World Championship still has us buzzing. The live stream on Dirt Bike’s Youtube channel was a hit and we’re still thinking about all the cool bikes we saw. One of the crowd magnets was the Yamaha of two-time Champion Robbie Wageman in the Heartbeat Hot Sauce/NanoXtreme pits. The roots of this team go back to Ryan Clark’s privateer campaign in the 2000s. Ryan is now a team owner along with Chris Elliot, and the effort has grown to a podium-finishing team with riders like Bob Kiniry, Phil Nicoletti, Justin Buckelew, Kyle Partridge and now Robbie. The Two-Stroke World Championship has evolved into a KTM vs. Yamaha affair, with Beta recently emerging as a wildcard. Those are the companies that have stayed in the two-stroke MX game all these years. The Yamaha YZ250, in particular, holds a very special place in the hearts of U.S. MX fans. A Yamaha 250cc two-stroke earned the very first national motocross championship in America back in 1972, and the YZ250 has enjoyed the longest production run of any motocross bike in the world. Admittedly, the current YZ is a product of two decades ago and building it into a pro-level racer takes considerable work. But, it’s a labor of love for this crew. Robbie Wageman is a two-time winner of the Wiseco Two-Stroke World Championship. His YZ300 is a product of passion from a Supercross team. A 2026 YZ250 has plenty of power to compete in the amateur world, but if it’s to stand a chance against Dante Oliveira and his new KTM 300SX, it needs to have all the displacement it can get. Eric Gorr was one of the first technicians to develop a 300 kit for the YZ. He did that almost 20 years ago and has made revisions over time. The bore and stroke of the stock YZ measures 66.4 by 72mm, so it’s a relatively easy job to bring the bore up to 72mm and the displacement to 293.2cc. That’s the configuration of the KTM, so no change to the stroke is necessary. The three-piece power valve has to be modified and then there are a number of different head and porting configurations possible. Most riders don’t necessarily want a full-power motor that needs race fuel, but that’s what racers of Robbie’s caliber generally need. The official name of the team is Heartbeat Hot Sauce/NanoXtreme Yamaha, but we still think of it as Team Solitaire. When the Yamaha YZ250 was first designed, the idea of custom ignition mapping was almost unheard of. Now, it’s a fact of life for most engine tuners. Of course, you can’t alter fuel delivery through mapping when you’re dealing with a carbureted engine, but you can do wonders with just spark advance if you have the right tools. The team knows the GET system inside out because that’s what they use on their Supercross YZ250F race bike. Race Tech fine-tuned the engine on the dyno with new jetting and ignition specs. In addition to the base engine mods, a full FMF pipe and silencer system was used with a V-Force 4 reed valve from Moto Tassinari. The fuel tank was filled with ETS P14M mixed at 40:1 with TiLube T2 two-stroke oil. The world is full of all kinds of crazy two-stroke builds. We have seen some with YZ250 two-stroke motors stuffed into modern aluminum twin beam frames. The results haven’t been that great. The current Yamaha four-stroke frame is designed for a motor with a rearward tilted top end and an upward facing intake. It simply doesn’t fit the two-stroke motor, and even if it did, why? There’s a devoted cult of hard-core believers who still insist that the central backbone aluminum frame is responsible for the best-handling bikes that Yamaha has ever produced. The only geometry change is a 0.3 degree decrease in rake accomplished with FCP offset headset cups. And, over the last 20 years, there has been considerable advancement in suspension technology. Accordingly, the Yamaha got A-Kit suspension valved by Enzo, just like the Supercross bikes. After that, it’s simply a matter of using the best parts available. Works Connection supplied brake reservoir covers, handlebar clamps, a holeshot device and miscellaneous hardware. The bars and grips came from ODI. P3Carbon made the skid plate, the rear caliper guard and a rear master cylinder guard. More bolt-on stuff included Moto Stuff Pro Pegs, a D.I.D 520 ERT Gold Chain, D.I.D STX Rims, Supersprox aluminum countershaft and rear sprockets, Dunlop MX34 tires and a TM Designs chain guide and slider. By using FCP offset headset cups, the steering geometry can be altered without more invasive chassis modifications. When it was all done, the Yamaha still didn’t have all the creature comforts of a truly modern bike. It didn’t have a counterbalancer or electric starter, and you had to remember to turn off the fuel petcock at the end of the day. In sheer performance, though, it was at least the equal of any bike on the Pro gate. P3 Carbon parts were sprinkled liberally over the YZ for the factory look. The line up for the 2026 Wiseco Glen Helen Two-Stroke World Championship was brutal. Defending champion Dante Oliveira was back. Beta was there with a very serious effort that included Dare Demartile and Derek Drake on the new 350RR. Canadian National Champion Phil Nicoletti was even there on a Husky 300. When it was all over, Robbie emerged with a fifth overall. In a truly international field that included quasi-factory bikes, that’s something to be proud of. In the ongoing saga of the Yamaha YZ250, the results demonstrated that the legacy continues. The YZ didn’t add to its collection of Two-Stroke World Championship wins, which stands at nine victories in 16 years, but it did acquit itself well. Yamaha YZ250s filled 17 gates in the 37-rider field and had the lion’s share of bikes in the top 10. Next year, the battle will continue. The entire Open Pro race from the 2026 2-Stroke Championship can be seen on Dirt Bike‘s Youtube channel.  OPEN PRO OVERALL STANDINGS Dante Oliveira Joel Milesevic Phillip Nicoletti Giacomo Redondi Robbie Wageman Sean Collier Ryan Surratt RJ Wageman Gary Sutherlin Arik Swan Josh Mosiman Ezra Lewis Justin Muscutt Derek Drake Brian Medeiros Nathan Hamlin Billy Lea Matthew Cerami Ryder Patridge Seth Nemec Rafael Chao Colton Aeck Dane Morales Dylan Gaszak Brandon ONeal Rocco Morse PAST WINNERS 2010 … Bobby Garrison (Hus) 2011 … Austin Howell (Yam) 2012 …Michael Leib (Hon) 2013 … Sean Collier (Yam) 2014 … Sean Collier (Yam) 2015 … Mike Sleeter (KTM) 2016 … Mike Alessi (Suz) 2017 … Ryan Surratt (Honda) 2018 … Zach Bell (Hus) 2019 … Robbie Wageman (Yam) 2020 … Mike Alessi (Yam) 2021 … Robbie Wageman (Yam) 2022 … Trevor Stewart (Yam) 2023 … Carson Brown (Yam) 2024 … Justin Hoeft (Yam) 2025 … Dante Oliveira (KTM) 2026 … Dante Oliveira (KTM) The post CHECKING OUT A VERY FAST YZ300 2-STROKE: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Hunter Lawrence took the momentum away from Ken Roczen at the Denver Supercross this weekend by dominating the main event. He got into the lead early, then led every lap to eventually win with a comfortable gap over the entire field. Roczen still leads the standings by a single point, setting up for a dramatic finish at next week’s season finale. In the 250 class, it was once again Haiden Deegan on top, who has already clinched the Western division. All that remains is to determine second place. In that contest, Levi Kitchen made the most progress with a second place finish in the main. For extended coverage of the 2026 Supercross season click here.  450 MAIN 1. Hunter Lawrence 2. Ken Roczen 3. Eli Tomac 4. Malcolm Stewart 5. Chase Sexton 6. Jorge Prado (HS) 7. Garrett Marchbanks 8. Justin Barcia 9. Dean Wilson 10. Dylan Ferrandis 11. Cooper Webb 12. Christian Craig 13. Justin Cooper 14. Jordon Smith 15. Justin Hill 16. Shane McElrath 17. Colt Nichols 18. Mitchell Harrison 19. Kevin Moranz 20. Grant Harlan 21. Cade Clason 22. Tristan Lane 250 WEST MAIN 1. Haiden Deegan 2. Levi Kitchen 3. Ryder DiFrancesco 4. Max Anstie (HS) 5. Kayden Minear 6. Lux Turner 7. Hunter Yoder 8. Robbie Wageman 9. Joshua Varize 10. Max Vohland 11. Gage Linville 12. Carson Mumford 13. Cameron McAdoo 14. Parker Ross 15. Cole Thompson 16. Justin Rodbell 17. Brandon Ray 18. Keegan Rowley 19. Crockett Myers 20. Reven Gordon 21. Preston Masciangelo 22. Hunter Schlosser 450 HEAT 1 1. Hunter Lawrence 2. Justin Barcia (HS) 3. Justin Cooper 4. Christian Craig 5. Eli Tomac 6. Justin Hill 7. Dean Wilson 8. Shane McElrath 9. Cade Clason 10. Kyle Chisholm 11. Grant Harlan 12. Kevin Moranz 13. John Short 14. Zack Williams 15. Cory Carsten 16. Hayes Edwards 17. Vince Friese 18. Cheyenne Harmon 19. Josh Greco 20. Lane Shaw 450 HEAT 2 1. Jorge Prado (HS) 2. Chase Sexton 3. Ken Roczen 4. Cooper Webb 5. Dylan Ferrandis 6. Garrett Marchbanks 7. Jordon Smith 8. Colt Nichols 9. Mitchell Harrison 10. Freddie Noren 11. Tristan Lane 12. Jeremy Hand 13. Malcolm Stewart 14. Justin Starling 15. Joshua Cartwright 16. Scott Meshey 17. Logan Karnow 18. Bobby Piazza 19. Rider Fisher 20. Carter Malcolm 250 HEAT 1 1. Max Anstie 2. Hunter Yoder (HS) 3. Max Vohland 4. Levi Kitchen 5. Justin Rodbell 6. Reven Gordon 7. Crockett Myers 8. Gage Linville 9. Preston Masciangelo 10. Max Sanford 11. Cameron Mcadoo 12. Kayden Minear 13. Kaden Lewis 14. Ronnie Orres 15. Josh Boaz 16. Kameron Barboa 17. Brian Saunier 18. Leo Tucker 19. Tyler Gibbs 20. Kai Aiello 250 HEAT 2 1. Haiden Deegan 2. Ryder DiFrancesco 3. Lux Turner 4. Joshua Varize (HS) 5. Carson Mumford 6. Robbie Wageman 7. Cole Thompson 8. Parker Ross 9. Hunter Schlosser 10. Keegan Rowley 11. Brandon Ray 12. Ty Freehill 13. Logan Leitzel 14. Carson Millikan 15. Scotty Wennerstrom 16. Charles Tolleson IV 17. Ayden Shive 18. Dylan Cunha 19. Preston Taylor 20. Mike Henderson 450 STANDINGS 1. Ken Roczen 332 2. Hunter Lawrence 331 3. Cooper Webb 297 4. Eli Tomac 275 5. Justin Cooper 251 6. Chase Sexton 212 7. Joey Savatgy 194 8. Malcolm Stewart 190 9. Justin Hill 172 10. Jorge Prado 169 11. Dylan Ferrandis 165 12. Shane McElrath 141 13. Christian Craig 141 14. Garrett Marchbanks 132 15. Colt Nichols 108 16. Aaron Plessinger 99 17.Jason Anderson 84 18. Jordon Smith 68 19. Mitchell Harrison 67 20. Vince Friese 62 21. Dean Wilson 48 22. Grant Harlan 43 23.R .J. Hampshire 38 24. Justin Barcia 30 25. Kevin Moranz26 26. Freddie Noren 20 27. Cole Thompson 14 28. Austin Forkner 12 29. Cade Clason 12 30. Tristan Lane11 31. Mitchell Oldenburg 6 32. Justin Bogle 5 33. Ty Masterpool 4 34. Joshua Cartwright 4 35. Zack Williams 2 36. Jeremy Hand 2 37. Scott Meshey 2 38. Ryan Breece 1 39. Max Miller 0 40. Vinny Luhovey 0 41. Kyle Chisholm 0 250 WEST STANDINGS 1. Haiden Deegan 215 2. Levi Kitchen 155 3. Max Anstie 148 4. Ryder DiFrancesco 147 5. Max Vohland 130 6. Michael Mosiman 107 7. Hunter Yoder 107 8. Cameron Mcadoo 106 9. Parker Ross 82 10. Joshua Varize 80 11. Lux Turner 75 12. Carson Mumford 70 13. Avery Long 58 14. Dilan Schwartz 44 15. Robbie Wageman 39 16. Crockett Myers 39 17. Chance Hymas 38 18. Justin Rodbell 29 19. Anthony Bourdon 28 20. Matti Jorgensen 26 21. Hunter Schlosser 22 22. Ayden Shive 18 23. Kayden Minear 17 24. Dominique Thury 14 25. Cole Thompson 13 26. Preston Masciangelo 12 27. Gage Linville 11 28. Lorenzo Camporese 9 29. Nico Koch 8 30. Brandon Ray 5 31. Keegan Rowley 5 32. Reven Gordon 4 33. Ty Freehill 2 34. Logan Leitzel 1 The post 2026 DENVER SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM revealed today its full line of motocross bikes for the 2027 model year, from its mini bikes all the way up to full size, both two-stroke and four-stroke models. The good news is that the Austrian firm has a full roster for the new season, but while the company still claws its way back after insolvency, the updates are minimal, as with the previous model year. The full-size models are updated to comply with latest AMA and FIM sound requirements, and minor updates to the SX mini motocrossers include an improved power valve design on the 65 SX and other minor touches. For the most part, it looks as though bold new graphics are the only change we’ll see from big orange for now. The following is a release from KTM. KTM’s unbeatable motocross line-up returns for 2027 with a refreshed look and renewed ambition. Whatever your speed, whatever your ability, whatever your age or goal – follow in the tracks of the sport’s biggest stars with KTM SX excellence. Motocross is the most thrilling test of bike and rider, and KTM offers the fiercest way to experience this world thanks to a comprehensive 9-model line-up that spans all ages and capabilities. From the first feet of offroad as a junior to the heights of top competition, there is a KTM SX minicycle, KTM SX or SX-F with the finest race-derived engineering ready to take you to the next level. The strongest production package available sets the bar; personal desire then creates the magic. The proof is in the standard, with SX machinery forming the basis for SMX stars like Eli Tomac, Aaron Plessinger and Jorge Prado, as well as MXGP and MX2 Grand Prix winners Lucas and Sacha Coenen, and MX2 World Champion Simon Laengenfelder. KTM SXs have also been the choice of champions at a national and amateur level on a global scale. For 2027, the list of machines is still without parallel, and for emerging riders, KTM offers the following minis: KTM 50 SX KTM 65 SX KTM 85 SX (19/16 & 17/14) 2-stroke and 4-stroke full-size motorcycles include: KTM 125 SX KTM 250 SX KTM 300 SX KTM 250 SX-F KTM 350 SX-F KTM 450 SX-F The first obvious feature for 2027 is the new colorway and graphics that double-down on unmistakable KTM orange, with a dash of red on the tank shrouds to deepen the impact of on-track presence. The decals are in-molded, so hard-wearing and resistant. A combination of state-of-the-art engine performance and handling means that the 2027 KTM SX is a serious contender for all motocrossers – tried, tested and proven. The hydro-formed, laser-cut and robot-welded steel frame has passed through decades of evolution, and benefits from every single piece of feedback from our race-winning athletes, as well as ceaseless development for the best response, stability, flex and weight, no matter the size of the motorcycle. That same path of progression can be seen with the advanced, compact and fierce engine technology paired with EFI (including 2-stroke models). The powerplants are unbeatable for dimensions, torque and horsepower and feature specific updates to increase rideability while meeting the latest FIM and AMA sound regulations. Premium, race-derived components grace the full-size KTM SX machines. Each bike benefits from the best WP Suspension XACT hardware and settings, plus other components including Pankl gearboxes, Dunlop GEOMAX MX34 tires across the board, Excel rims with CNC hubs, Brembo clutch and brake systems, NEKEN handlebars, ODI lock-on grips and Keihin throttle bodies. The 2027 KTM SX family is not only a full palette for possibilities and potential but is also an inclusive celebration of the thrills and spirit of motocross. For this reason, bikes like the KTM 300 SX still proudly sit atop the 2-stroke range, where riders can indulge in the dizzying blend of a throaty powerband blast with the latest tech to harness the full power-to-weight joy. The 2027 KTM SX, SX-F and mini range will be available through KTM Authorized dealers beginning late spring 2026. The post KTM REVEALS FULL LINE OF 2027 MOTOCROSS BIKES appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

From big twins and V4s to small-bore engines, from barely street-legal to barely dirt capable, ADV bikes span a wide category—find them all here and check out what’s new for 2026. 2026 KTM 1390 Super Adventure R KTM 1390 SUPER ADVENTURE R: $21,649 As adventure motorcycle displacements continue to soar, KTM leads the way with the 1390 Super Adventure R. The 1350cc LC8 V-twin engine produces a claimed 173 horsepower, which you might think is way too much for the dirt. You would be correct. The mighty 1390 targets the more road-focused rider yet retains the off-road DNA you’d expect from KTM. It features semi-active WP XPLOR suspension, spoke wheels (21-/18-inch), and all the electronic bells and whistles you could want. 2026 BMW R1300 GS BMW R1300 GS: $20,395 When it comes to the big boys of adventure, this space has historically belonged to BMW. The 1250cc, horizontally opposed twin ShiftCam boxer engine got an overhaul in 2024, coming out with more displacement and bigger power in a more compact package. This standard version of the 1300 series puts out 145 ponies, and features a frame with the Evo Telelever and Evo Paralever system for stability. Full integral ABS Pro, traction control, Dynamic cruise control and 6.5-inch TFT display are all standard. 2026 BMW R1300 GS Adventure BMW R1300 GS ADVENTURE: $23,795 BMW’s Adventure badge translates to bigger range, and for the BMW R1300 GS Adventure, that means a 7.9-gallon fuel tank along with numerous upgrades. Unique bodywork sets it apart from the base model, though the same 1300cc ShiftCam boxer engine and chassis with the Evo Telelever and Evo Paralever systems are at its core. Full integral ABS, traction control, HSC, four riding modes and a 6.5-inch TFT display are standard. 2026 Harley-Davidson Pan America 1250 Special HARLEY-DAVIDSON PAN AMERICA 1250 SPECIAL: $19,999 The Motor Company has found its place in the adventure category with the Pan America 1250, which returns for 2026. The Special features long-travel suspension and 19/17-inch wheels, available in a choice of cast or spoked wheels. An ST version offers 17-inch cast wheels for a sportier ride on the road and lower stance. Both are powered by the 150-horsepower V-twin and feature upgrades like adaptive ride height. Showa suspension, Brembo brakes and a full electronics suite are standard. 2026 Harley-Davidson Pan America 1250 Limited HARLEY-DAVIDSON PAN AMERICA 1250 LIMITED: $26,499 All new from the Motor Company in 2026 is the Harley-Davidson Pan America 1250 Limited. Fitting the H-D playbook, the Limited model is the fulldresser variant of the Pan America. Wirespoked wheels (tubeless), luggage (side bags and top case), quickshifter, skid plate, and radiator guards are among the upgrades and add-ons you’ll find on the Pan America 1250 Limited. Options like the Adaptive Ride Height (ARH) system, which lets riders more easily get a foot down as you come to a stop, are standard on the Limited, as are heated grips, hand guards and semi-active suspension. 2026 Moto Morini X-Cape 1200 MOTO MORINI X-CAPE 1200: $12,999 The Chinese-built Italian brand Moto Morini continues to gain traction in the U.S., and its X-Cape adventure line expands to two models for 2026. The 1200 is all new for the American market and features a 1187cc V-twin with a claimed 125 horsepower. Four ride modes, a quick shifter and slipper clutch are standard, and slick features like heated seats and bars, lean-angle traction control, cornering ABS and a built-in dash cam sweeten the deal. 2026 Triumph Tiger 1200 Desert TRIUMPH TIGER 1200 DESERT: $22,995 Tigers stand apart from the crowd with their distinct three-cylinder T-plane crank engines, the largest of which are found on the 1200 range. For 2026, Triumph renamed its Tigers, the 1200 Desert being what was previously the Rally Pro. It is the highestspec and most off-road capable in the group, featuring spoked 21-/18-inch wheels, semi-active Showa suspension, Brembo brakes and luxury features like the 7-inch TFT display and electronics suite, blindspot radar, and heated seats and grips. 2026 Triumph Tiger 1200 Alpine TRIUMPH TIGER 1200 ALPINE: $21,895 Previously known as their GT Pro model, this is the up-spec version of Triumph’s more road-focused Tiger 1200. Featuring the same 150-horsepower, three-cylinder, T-plane crank engine, the 1200 Alpine is distinguished by its 19-/18-inch cast wheels, giving it a slightly lower stance than its 1200 Desert sibling. Beyond wheel sizes and styling, the duo remain virtual twins, sharing the same updated features and technology. 2026 Ducati Multistrada V4 Rally DUCATI MULTISTRADA V4 RALLY: $32,495 With a 170-horsepower, 1158cc V4 Granturismo engine, Ducati’s Multistrada V4 Rally was formerly the horsepower king (dethroned by the KTM 1390), but is still a leader in the adventure world. An all-over update for 2026 gives it the Ducati Vehicle Observer (DVO) system, derived from the mighty Panigale V4, electronic suspension with Ducati Skyhook technology, upgraded electronics, quickshifter, Brembo brakes and more. 2026 Honda Africa Twin HONDA AFRICA TWIN: $15,199 A stronghold in the liter-class adventure world is the mighty Africa Twin, which enters its 10th year in 2026. Honda’s flagship platform has seen several revisions since its modern inception, evolving from a 998cc parallel-twin engine up to 1084cc. Showa suspension, IMU-based electronics and a full suite of rider aids add up to a comfortable touring mount that is surprisingly capable off-road. Options include a traditional manual gearbox or the DCT semi-automatic transmission, and the base Africa Twin is now joined by the more pavement-friendly Adventure Sports ES version, which rides on a 19-inch front wheel and has a larger fuel tank. The “ES” stands for “electronic suspension.” 2026 Moto Guzzi Stelvio MOTO GUZZI STELVIO: $16,490 If the exotic strikes your fancy, check out the Moto Guzzi Stelvio. Evolved for 2026 (technically a 2027 model year) with a fresh look, it features a shaft-drive, 1042cc V-twin engine with 115 horsepower and rides on 19-/17-inch tubeless spoked wheels. Suspension offers 6.7 inches of travel, and standard features include riding modes, cornering ABS and traction control. Creature comforts abound with an electronically adjustable windscreen, 5-inch TFT display, cruise control and available radar-based PFF Rider Assistance Solution technology. 2026 Suzuki V-Strom 1050DE SUZUKI V-STROM 1050DE: $16,449 A few years ago Suzuki reminded us all that they still know their way around the dirt, revealing the DE (“Dual Explorer”) versions of their V-Strom adventure bikes. The 1050DE is powered by a 1037cc V-twin engine outfitted with the Suzuki Intelligent Ride System (S.I.R.S.) with Gravel mode, engine modes, adjustable ABS and quick shifter. Suspension is fully adjustable, wheels are a 21-inch front and 17-inch rear with Dunlop Mixtour tires. The Adventure variant adds a pair of 37-liter aluminum panniers for $17,799. 2026 Suzuki V-Strom 1050 SUZUKI V-STROM 1050: $15,499 For the more road-going adventurers, Suzuki’s base model V-Strom 1050 offers a sportier ride on the pavement with still enough off-road chops to handle dirt and gravel roads. A 19-inch wheel and a shorter wheelbase keep dimensions slightly lower and shorter than its DE counterparts. A wider windscreen and narrower handlebar also make highway riding more comfortable. The 1037cc V-twin engine features the same S.I.R.S. electronics, KYB suspension is fully adjustable and tires are Bridgestone Battlax Adventure A41. 2026 Ducati DesertX DUCATI DESERTX: $16,995 After Ducati expanded its Multistrada line to include the Rally, their first step into the modern adventure world, the Italian brand followed suit with the 932cc Testastrettapowered DesertX, a proper sport ADV platform. The DesertX is now evolving with an all-new, 110-horsepower, 890cc V-twin engine that Ducati previewed at EICMA 2025. The most significant change is a DOHC head with conventional valve springs in place of Ducati’s signature desmodromic system. 2026 MV Agusta Enduro Veloce MV AGUSTA ENDURO VELOCE: $16,998 MV Agusta was briefly in the hands of KTM, but the Italian brand is now back to being independent. Showing no signs of slowing down, MV Agusta revealed the updated Enduro Veloce with updated styling and trim. A 931cc three-cylinder engine with a unique counter-rotating crank powers the Enduro Veloce. A sixspeed gearbox, quickshifter, IMU-based electronics with four riding modes, adjustable traction control, engine braking, cornering ABS and cruise control are standard. MV boasts their motorcycles are “100 percent made in Italy” and backed by a five-year warranty. 2026 BMW F900 GS BMW F900 GS: $14,395 When it comes to off-road performance, the middleweight adventure category is regarded as the premier class of the ADV world. In those ranks, the F900 GS leads the way for BMW. It has a 105-horsepower, 895cc parallel-twin engine with riding modes, traction control, ABS, and many available electronic options. Following a major overhaul in 2024 where the 900 replaced the outgoing F850 GS, the 900 not only gained power, but became more off-road-focused with a 30-pound weight reduction, Akrapovic exhaust, and more aggressive Showa suspension with 9.1 inches of travel. Available upgrades include an Enduro Package Pro with up-spec suspension and handlebar risers. 2026 BMW F900 GS Adventure BMW F900 GS ADVENTURE: $15,195 In BMW-speak, the “Adventure” suffix denotes a model variant with increased range capacity. Commonly referred to as a “GS-A,” the Adventure model’s specialty is touring. It features a larger fuel tank and a reinforced subframe to accommodate luggage and/or a passenger, increased wind protection, a touring windscreen and a stepped seat. The F900 GS-A wears unique bodywork, but at its core, features the same 895cc parallel-twin engine as the base model. More aggressive off-road performance comes in the Enduro Package Pro, which is available for both GS and GS-A models. 2026 Husqvarna Norden 901 HUSQVARNA NORDEN 901: $15,349 Meet the fraternal twin to the KTM 890 Adventure R. It may look different, but the DNA is virtually the same. The Norden 901 is a little more refined, but it features the same 105-horsepower, 889cc parallel twin and six-speed gearbox. Fully adjustable WP APEX suspension and 8.7 inches of travel give it a more touring-oriented disposition, though it remains among the more off-road-capable ADV bikes. Rider aids, cruise control, quickshifter, ride modes and traction control are standard. 2026 Husqvarna Norden 901 Expedition HUSQVARNA NORDEN 901 EXPEDITION: $16,999 If you’ve got further to go and a rougher road to get there, look to the Expedition variant of the Husqvarna Norden 901. It comes with saddlebags, a rally-style windscreen, aluminum skid plate, and heated grips and seat, but the most significant upgrade is the WP XPLOR suspension with 9.4 inches of travel. J.Juan brakes with cornering ABS and a full suite of electronic rider aids—including ride modes, traction control, cruise control, and smartphone connectivity—are standard. 2026 Triumph Tiger 900 Rally Pro Desert TRIUMPH TIGER 900 RALLY PRO DESERT: $17,995 For 2026, Triumph re-branded its big cats, the Tiger 900 Rally Pro is now named the Tiger 900 Desert Edition. Just know that this is the most off-road aggressive in the middleweight Triumph line. Powered by an 888cc, T-plane crank triple-cylinder engine putting out 106 horsepower, the Tiger 900 features adjustable Showa suspension with 9.5-inch travel up front and 9.0-inch rear. Spoked wheels, Brembo Stylema brakes and a full suite of IMU-based electronics, including Off-Road Pro mode, ABS Cornering and traction control are standard. Fit and finish have a premium feel with a 7-inch TFT display, adjustable seat height, heated seats, and grips. 2026 Triumph Tiger 900 GT Pro Alpine TRIUMPH TIGER 900 GT PRO ALPINE: $17,495 The 2026 Triumph Tiger Alpine Edition is what we previously knew as the GT Pro, which is the more road-friendly version of Triumph’s premier adventure platform. Sharing the same 888cc, T-plane crank triple-cylinder engine and suite of electronics, the Alpine Edition is distinguished by its cast wheels (smaller 19-inch front), and the Marzocchi suspension is tuned more for pavement performance (7.0-inch front, 6.7-inch rear travel). Brembo Stylema brakes and Akrapovic exhaust are standard. 2026 KTM 890 Adventure R KTM 890 ADVENTURE R: $16,299 In the ADV world, KTM’s 890 Adventure R is the benchmark of off-road performance. It is powered by a 105-horsepower, 889cc parallel-twin engine with a full suite of electronic rider aids and recognizable by its saddlebag-style fuel tanks. Its low center of gravity and WP XPLOR suspension with 9.4 inches of travel give it class-leading agility in the dirt. Previously available in multiple models, the 890 Adventure R stands alone in the 2026 lineup. 2026 Moto Guzzi V85 TT/Travel MOTO GUZZI V85 TT/ TRAVEL: $12,690/$14,190 Moto Guzzi’s V85 TT all-terrain Italian exotics feature an unexpected blend of modern technology and 1980s-inspired retro character. Powered by a shaft-drive, 853cc, 90-degree V-twin engine, the V85 rides on 19-/17-inch spoked tubeless wheels with 6.7 inches of suspension travel at each end. An IMU-based electronics suite offers ride modes, cornering ABS and traction control. Aluminum skid plate, hand guards, cruise control and a 5-inch TFT display are standard. The Travel version adds heated grips and seat, side panniers, and upgraded electronics. 2026 BMW F800 GS BMW F800 GS: $10,995 The BMW F800 GS is actually an 895cc parallel twin, just like the F900 GS and GS-A models. So, why is it called an 800? This is BMW’s entry point to the adventure world. This detuned motor produces 87 horsepower and 67 pound-feet of torque, and offers the basic no-frills electronics package. The 19-/17-inch cast wheels are more road-friendly, and also place the F800 a little lower to the ground. With a variety of seat options and ergonomic adjustability, BMW promises an accessible ride “not just for tall people.” 2026 CFMoto Ibex 800E CFMOTO IBEX 800E: $10,299 CFMOTO formed a partnership with KTM way back in 2011, and now we are finally seeing the fruit of that joint effort. One example is the Ibex 800E. This carries the motor that was originally designed for the KTM 790 Adventure. The Ibex is still a Chinese product, but one that uses Austrian technology and is built to KTM’s manufacturing standards. It features KYB suspension, J.Juan brakes, and a Bosch engine management system with traction control and multiple ride modes. The wheels are a 17-/19-inch combo. 2026 Kove 800X Rally KOVE 800X RALLY: $12,999 Kove is a relatively young company making inroads in areas where Chinese motorcycles haven’t traditionally played a big role. One of those is high-performance adventure middleweights. The Kove 800 Rally uses a 799cc, DOHC twincylinder motor that was designed by KTM and manufactured by CFMOTO. It makes 95 horsepower, and it’s tucked into Kove’s own lightweight chassis with a 21-inch front wheel, Yu-An suspension and Taisko brakes. There is also the 800 Pro with shorter KYB suspension for $11,299. 2026 Suzuki V-Strom 800DE SUZUKI V-STROM 800DE: $11,799 Two years ago, Suzuki stole the spotlight in the adventure category with this all-new model, all-new engine and platform. A 776cc parallel-twin engine powers this middleweight adventurer, which features the longest-travel suspension and highest ground clearance of any V-Strom. The 800DE rides on fully adjustable Showa suspension and 21/-17-inch spoked wheels with Dunlop Mixtour tires. S.I.R.S. with Gravel mode, engine modes, adjustable ABS and a quickshifter are standard. The Adventure trim ($13,249) is equipped with engine guards, a skid plate and aluminum panniers. 2026 Suzuki V-Strom 800 SUZUKI V-STROM 800: $10,249 Suzuki’s V-Strom 800 is available in a non-DE platform. This baseline model features cast wheels (19-/17-inch), a wider windscreen and a lower seat height, all aimed at greater comfort on the pavement. Suspension is Showa, with a non-adjustable SFF-BP fork up front and shock with remote preload adjust. The 776cc parallel-twin engine is equipped with S.I.R.S., traction control modes (no Gravel mode), ABS modes and a bi-directional quickshift. The V-Strom 800 Touring version ($10,499) includes hand guards and a top case. 2026 Triumph Tiger Sport 800 TRIUMPH TIGER SPORT 800: $12,745 Powered by a potent, 113-horsepower, 798cc triple-cylinder engine, the Tiger Sport 800 actually produces more power than the 888cc triple of the Tiger 900. The Tiger Sport 800 is aimed at sport riders looking for some adventure touring versatility. It rides on 17-inch cast wheels, much like a sport bike, but features longer-travel Showa suspension (5.9-inch front and rear). With minimal off-road potential, this sport hybrid is on the bubble of what we deem an adventure bike, but it wears the Tiger badge and looks like a blast to ride. New for 2026 is the Tour trim, equipped with side panniers and a top case for $14,695. 2026 Honda Transalp 750 E-Clutch HONDA TRANSALP 750 E-CLUTCH: $10,199 Following the success of the Africa Twin and the growing popularity of the middleweight adventure segment, Honda’s introduction of the XL750 Transalp was a foregone conclusion. The adventure world was ready for an aggressive off-road performer from Big Red, but the Transalp 750 introduced in 2024 proved to be a more docile, comfortable mount than anything that would contend with a Tenere 700 or KTM 890. A 755cc parallel twin engine and steel diamond frame are at its core, paired with Showa 43mm SFF-CA fork and Pro-Link rear suspension. Electronic rider aids, a 5-inch TFT display and all LED lighting round out the package. 2026 Honda NC750X HONDA NC750X: $9499 Call it the minivan of adventure bikes, Honda’s NC750X is all about comfort and sensibility. A 745cc parallel-twin engine with punchy performance in the low to midrange, paired with Honda’s fully automatic Dual-Clutch Transmission (DCT), make it an easy-to-ride, do-it-all mount. Showa suspension with 4.7 inches of travel and rider electronics, including ABS and Honda Selectable Torque Control (HSTC), make the NC750X reasonably capable of light off-road riding. An approachable 31-inch seat height, lockable integrated storage big enough to stow a helmet, and a 5-inch TFT display are standard. 2026 Moto Morini X-Cape 700 MOTO MORINI X-CAPE 700: $8299 On the heels of the outgoing X-Cape 650 is the all-new Moto Morini X-Cape 700. Stroked out to a 693cc parallel twin, the new motor has 70 horsepower on offer. Suspension is handled by a beefy 50mm Marzocchi fork, fully adjustable and a Kayaba shock in the rear. Features include a slipper clutch, quick-adjust windscreen and a built-in dash cam, which is always recording whenever the ignition is on. Wheels are 19-/17-inch wire spoke with Pirelli Scorpion Rally STR tires. A 7-inch TFT dash with smartphone connectivity and wraparound hand guards are standard. 2026 Yamaha Tenere 700 YAMAHA TENERE 700: $10,999 Yamaha’s Tenere 700 only came to the U.S. in 2022, yet in its short lifespan has already carved out a cult following. With a 689cc, CP2 twin-cylinder engine and serious off-road capability, it remains a favorite among the dirt-focused adventure crowd. The 2025 model (shown) was a late introduction for Yamaha, and likewise, we won’t see the 2026 T7 until later this year. The 2025 came with updated styling and bodywork; a new rideby- wire throttle system and electronics; a new, larger, 6.3-inch vertical TFT display; and revised suspension settings. For 2026, we’re hoping to see the World Raid edition come to the U.S., but it’s currently only available in Europe. 2026 Aprilia Tuareg 660/ Rally APRILIA TUAREG 660/ RALLY: $12,499/$13,799 Aprilia continues to make strides in the ADV world with the Tuareg 660 and 660 Rally. Powered by a 659cc parallel-twin engine, the 660 churns out 80 horses. Wheels are 21- and 18-inch spoked aluminum, and Kayaba handles suspension duties with a 43mm fully adjustable fork up front and single shock in the rear, each with 9.4 inches travel. Brembo brakes, ABS and four riding modes are standard, while the Rally sweetens the deal with heavy-duty wheels, unique styling, SC-Project slip-on exhaust, skid plate and a high front fender. 2026 Kawasaki KLR650 KAWASAKI KLR650: $6999 The mighty KLR650 has been a fixture in the Kawasaki garage for years, hardly receiving any changes, as its loyalists prefer. In recent years, the KLR650 has received some R&D attention, mostly aimed at keeping it current. It is still a 652cc single, now with fuel injection, LED headlights and digital instrumentation, but remains an affordable, efficient, bulletproof mainstay in the adventure world. Model variants include an ABS version and an S version with a lower seat height (32.1 versus 34.3 inches). Both are $7299. 2026 Suzuki V-Strom 650XT SUZUKI V-STROM 650XT: $9799 The smallest in Suzuki’s line of V-Strom adventure motorcycles, the 650 is offered in three different trims. The base-model V-Strom 650 ($9299) with cast wheels is the more road-oriented version, while the 650XT and 650XT Adventure (shown) are more off-roadcapable with hand guards, skid plate and tubeless spoked wheels. The Adventure trim ($10,999) adds aluminum panniers and engine guards. All are powered by a 645cc V-twin, which is starting to show its age without the same S.I.R.S. technology as its larger siblings. We suspect it’s due soon for a DE-style update. 2026 Honda NX500 HONDA NX500: $7399 Formerly known as the CB500X, Honda’s NX500 is a pricepoint model capable of light adventure riding. It has a 471cc parallel-twin engine with a modest offering of electronic features, including selectable torque control and an assist/slipper clutch for the six-speed gearbox. A 5-inch TFT display, adjustable windscreen and generous 4.7-gallon fuel capacity add to its touring appeal. A non-adjustable Showa SFF-BP fork with 5.2 inches of travel and a preload adjustable rear shock, Nissin brakes and LED lighting are standard trim. 2026 Kawasaki KLE500 KAWASAKI KLE500: $6599 This new face in Kawasaki’s lineup can trace its roots back to the early ’90s where it was the predecessor to the Versys. The KLE500 is back, this time with a 451cc parallel-twin engine, still serving as an ideal entry-level adventurer. The chassis features KYB suspension, 21-/17-inch spoke wheels and disc brakes with ABS that can be shut off. The SE version ($7499) upgrades from an LCD display to TFT instrumentation with smartphone connectivity. 2026 BMW F450 GS BMW F450 GS (2027 MODEL): TBA BMW gives us a peek into 2027 with the new F450 GS. Before we anticipate off-road performance in the realm of a 450cc dual sport, get a closer look at this all-new GS. A 420cc parallel-twin engine produces 48 horsepower and 32 pound-feet of torque, and features a new Easy Ride centrifugal clutch. The 43mm KYB fork offers 7.1 inches travel and is non-adjustable, and the KYB shock is preload adjustable (fully adjustable Sport Suspension is offered in a GS Trophy variant). Spoked wheels are 19-inch front and 17-inch rear. A 6.5-inch TFT display and full suite of electronics are standard, as are heated grips. The ERC clutch is interesting, as it eliminates manual operation, yet retains the clutch lever, which can still be used manually. 2026 CFMoto Ibex 450 CFMOTO IBEX 450: $6499 When CFMOTO lifted the sheets on this bike, it was an instant sensation. It’s powered by CFMOTO’s own twin-cylinder motor with original technology. It’s not a knock-off of anything else. It has a 270-degree crankshaft and a Bosch engine management system. The output is rated at 44 horsepower. The chassis is held up by KYB suspension with 200mm of travel at each end, the brakes are by J.Juan, and the wheels are an 18-/21-inch combination. 2026 Kove 450 Rally KOVE 450 RALLY: $9299 mance to legitimately tackle the Dakar Rally in stock trim. It has a 450 DOHC motor that isn’t far removed from that of Kove’s 450 motocross bike. It also has three fuel tanks that combine to offer a capacity of 8 gallons. Up front, there’s a small fairing that shields a large ride computer and plenty of space for more advanced instrumentation. In addition to the standard 450 rally, there’s a competition version for $9499. That version has not passed EPA scrutiny, but is easily licensed in some states. 2026 Moto Morini Vettore 450 MOTO MORINI VETTORE 450: $6499 Moto Morini is steadily expanding its footprint in the U.S. and bringing with it some all-new adventure hardware. The Vettore 450 is scheduled to arrive in 2026, and the Chinesebuilt Italian specimen features a 449cc parallel-twin engine making a claimed 44.8 horses. Wheels are 21-/18-inch, giving it dimensions much like a motocross-based dual-sport, yet it features a 6-inch TFT dash and a windscreen, putting it in the adventure category. Suspension is a 41mm KYB fork up front with 8.2-inch travel and a KYB shock with 7.5- inch travel in the rear. ABS, traction control and a 4.9-gallon fuel tank are standard. 2026 Royal Enfield Himalayan ROYAL ENFIELD HIMALAYAN 450: $6399 Indian marque Royal Enfield introduced the all-new radically different Himalayan 450 last year. So different from the standard 411cc version, in fact, the Himalayan 450 could have benefited from a different name. The 450 features an all-new 452cc single-cylinder engine with EFI and RBW throttle for more aggressive performance than its smaller sibling. It rides on a 43mm Showa SFF fork and Showa shock with 7.9 inches of travel, and 21/17-inch spoked wheels. 2026 Royal Enfield Himalayam ROYAL ENFIELD HIMALAYAN: $5499 A modern classic, the Royal Enfield Himalayan demonstrates what adventure bikes used to be: simple, versatile, dependable and just plain fun to ride. The British-designed, Indian-built Himalayan is an affordable entrylevel adventurer with more off-road capability than meets the eye. Its easy-going, 411cc, air-cooled single-cylinder engine isn’t the fastest on the block, but it will get you there. Its 31.5-inch seat height makes it ideal for the inseam-challenged. 2026 KTM 390 Adventure R KTM 390 ADVENTURE R: $6499 KTM’s all-new 390 platform was the big news from the Austrian company in 2025. Powered by a new LC4c 399cc powerplant, the 390 Adventure features a full suite of rider electronics that would typically be reserved for the bigger bikes. WP APEX suspension and 21-/18-inch spoked wheels deliver a full-size experience with off-road prowess that will satisfy experienced riders, while seat height remains low enough to be beginner-friendly. The X version, with 19-/17-inch cast wheels, presents a lower seat height and pavement-oriented performance, and is available for the same price. 2026 Honda CRF300L Rally HONDA CRF300L RALLY: $6499 An extension of Honda’s popular CRF300L dual-sport model, the CRF300L Rally spices up the style and road-going comfort with a full-frame-mounted fairing and windscreen. A larger 3.4-gallon fuel tank on the 286cc, liquid-cooled single-cylinder engine allows the little Honda to tackle distances of up to 250 miles. Suspension is Showa, with a non-adjustable 43mm fork up front and Pro-Link rear suspension in the rear. Hydraulic brakes feature ABS that can be turned off for off-road use. KAWASAKI VERSYS-X 300: $5799 The Versys-X 300 is the smallest of Kawasaki’s adventure lineup. The Ninjabased platform features a 296cc twin-cylinder engine and sport-touring base chassis. Offroad-tuned long-travel suspension, 19-/17-inch spoke wheels and IRC Trail Winner tires give it dirt-capable performance. It also has a reasonably low seat height and rider-friendly features like Clutch Assist and Positive Neutral Finder. The post 2026 ADVENTURE BIKE BUYER’S GUIDE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Since Honda’s introduction of the aluminum framed CR250R back in 1997 the CR500 Aluminum Frame Conversion world and the people in it have had one thing in common, they were all modifying the newer chassis to accommodate the CR500 engine mounting points. Luke Arana and the crew at Two Stroke Only have a different solution to the almost thirty year old dilemma of fitting a Honda 500cc power plant into a brand new 2026 CRF450R chassis and it’s not as complicated as you might think. We are blown away by the fact that besides radiator modifications the Two Strokes Only CR500AF kit requires no major or permanent frame modifications . The upper engine mounting points are the same as the 2026 CRF450R. The Two Stroke Only cases are designed to incorporate the use of the hydraulic clutch that comes stock on the 2026 CRF450R model in partnership with the CR500 parts internally. The exhaust system on this build featured an HYGGE cone pipe and FMF Powercore 2 silencer. The Two Strokes Only CR500 billet aluminum cases and billet aluminum head are designed to mount in the exact same places as the stock Honda CRF450R engine requiring no frame modifications at all. Ryan Surratt was able to finish within the top ten in both pro motos at this years 2-Stroke World Champions eventually finishing seventh overall aboard this Two Strokes Only CR500AF. We like that Two Strokes Only is thinking outside the box an look forward to testing out more of their products in the future, it might be time to break out the Dirt Bike Magazine checkbook and build one of our own Two Strokes Only inspired bike. The post TWO STROKES ONLY CR500AF : 2-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2026 HONDA CRF250RX REVIEW https://youtu.be/1ftqOF2Y2Rc The post 2026 HONDA CRF250RX TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Ken Roczen finally took control of the 2026 Monster Energy Supercross standings with a dominant victory in Philadelphia. Ongoing rainfall progressively made the track more and more challenging, and by the end of the night, there were only a few riders who could make a full lap without mishap. Roczen was clearly the master of the mud, but Cooper Webb caught him sleeping and made a challenge at the end of the main. Hunter Lawrence led briefly, but made a number of mistakes that put him in a distant third place and cost him the red plate of the points leader. Roczen now leads by 4 points with two rounds remaining. In the 250 East division, Cole Davies solidified his first U.S. Championship with another main event win. For extended coverage of the 2026 Supercross season click here.  450 MAIN 1. Ken Roczen 2. Cooper Webb 3. Hunter Lawrence (HS) 4. Joey Savatgy 5. Justin Hill 6. Shane McElrath 7. Chase Sexton 8. Dean Wilson 9. Garrett Marchbanks 10. Malcolm Stewart 11. Justin Barcia 12. Dylan Ferrandis 13. Justin Cooper 14. Mitchell Harrison 15. Christian Craig 16. Jorge Prado 17. Cade Clason 18. Jordon Smith 19. Grant Harlan 20. Vince Friese 21. Scott Meshey 22. Kyle Chisholm 250 MAIN 1. Cole Davies 2. Daxton Bennick 3. Seth Hammaker (HS) 4. Coty Schock 5. Nate Thrasher 6. Devin Simonson 7. Henry Miller 8. Derek Kelley 9. Gavin Towers 10. Marshal Weltin 11. Jeremy Hand 12. Bryton Carroll 13. Landon Hartz 14. Nicholas Romano 15. Luke Neese 16. Hamden Hudson 17. Ryder Floyd 18. Russell Buccheri 19. Luca Marsalisi 20. Jonathan Getz 21. Landen Gordon 22. Izaih Clark 450 HEAT 1 1. Ken Roczen 2. Cooper Webb 3. Hunter Lawrence (HS) 4. Malcolm Stewart 5. Garrett Marchbanks 6. Dean Wilson 7. Christian Craig 8. Vince Friese 9. Jordon Smith 10. Kevin Moranz 11. Grant Harlan 12. Anthony Rodriguez 13. Mitchell Harrison 14. Scott Meshey 15. Vinny Luhovey 16. Cheyenne Harmon 17. Zack Williams 18. Logan Karnow 19. Bobby Piazza 20. Preston Taylor 450 HEAT 2 1. Joey Savatgy 2. Justin Barcia 3. Justin Cooper 4. Shane McElrath 5. Jorge Prado (HS) 6. Justin Hill 7. Chase Sexton 8. Cade Clason 9. Kyle Chisholm 10. Colt Nichols 11. Tristan Lane 12. Logan Leitzel 13. Ricci Randanella 14. Cory Carsten 15. Kyle Bitterman 16. Josh Greco 17. Dylan Ferrandis 18. Freddie Noren 19. Joshua Cartwright 20. Joan Cros 250 HEAT 1 1. Nicholas Romano 2. Luca Marsalisi 3. Cole Davies 4. Nate Thrasher (HS) 5. Devin Simonson 6. Landen Gordon 7. Derek Kelley 8. Hamden Hudson 9. Bryton Carroll 10. Coty Schock 11. Marcus Phelps 12. Jonathan Getz 13. John Short 14. Jace Kessler 15. Kyle Peters 16. Logan Riggins 17. Jaxen Driskell 18. RJ Johnson 19. Russell Buccheri 20. Bryson Raymond 250 HEAT 2 1. Seth Hammaker 2. Daxton Bennick 3. Izaih Clark 4. Henry Miller 5. Ryder Floyd (HS) 6. Jeremy Hand 7. Marshal Weltin 8. Gavin Towers 9. Luke Neese 10. CJ Benard 11. Landon Hartz 12. Luke Clout 13. Carter Malcolm 14. Addison Emory IV 15. Brayden Ehlermann 16. Ashton Arruda 17. Carter Biese 18. Collin Allen 19. Hayes Edwards 20. Gage Stine 450 STANDINGS 1. Ken Roczen 310 2. Hunter Lawrence 306 3. Cooper Webb 286 4. Eli Tomac 255 5. Justin Cooper 242 6. Chase Sexton 195 7. Joey Savatgy 194 8. Malcolm Stewart 172 9. Justin Hill 165 10. Jorge Prado 153 11. Dylan Ferrandis 153 12. Shane McElrath 135 13. Christian Craig 131 14. Garrett Marchbanks 117 15. Colt Nichols 103 16. Aaron Plessinger 99 17. Jason Anderson 84 18. Mitchell Harrison 63 19. Vince Friese 62 20. Jordon Smith 60 21. Grant Harlan 41 22. Dean Wilson 38 23. R.J. Hampshire 35 24. Freddie Noren 27 25. Kevin Moranz 20 26. Cole Thompson 14 27. Justin Barcia 12 28. Austin Forkner 12 29. Cade Clason 12 30. Tristan Lane 10 31. Mitchell Oldenburg 6 32. Justin Bogle 5 33. Ty Masterpool 4 34. Joshua Cartwright 4 35. Zack Williams 2 36. Jeremy Hand 2 37. Scott Meshey 2 38. Ryan Breece 1 39. Max Miller 0 40. Vinny Luhovey 0 41. Kyle Chisholm 0 250 EAST STANDINGS 1. Cole Davies 206 2. Seth Hammaker180 3. Daxton Bennick 160 4. Coty Schock 137 5. Nate Thrasher 133 6. Devin Simonson 122 7. Jo Shimoda 100 8. Henry Miller 92 9. Derek Kelley 74 10. Nicholas Romano 65 11. Pierce Brown 63 12. Marshal Weltin 53 13. Kyle Peters 51 14. Luke Neese 47 The post 2026 PHILLY SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

I recently stumbled on a post on thumpertalk.com. A guy was asking about a 2004 KTM 625SXC he saw for sale; if he should buy it, was it any good and so on. No one replied. It was if the SXC was redacted from the files of motorcycle history. I remember that bike well. Back in 2004, KTM was on fire (in a good way). The bikes were good, business was booming, and the Austrian company had established itself as the premier brand in the off-road world. One of the cornerstones of all that was the new RFC four-strokes, which were built on the old Husaberg platform. The 625SXC, on the other hand, was built on the old LC-4 platform which was widely considered outdated at the time. The LC-4 first arrived in 1987, when a “liquid-cooled four-stroke” was something special. It was hard to start, heavy, ill-handling and unremarkable in most ways. But it got a little better every year. Over 16 years, that added up to a lot better. It turned out that the new four-strokes in the KTM line were the best things that could have happened to the LC-4. Suddenly, it was no longer expected to be a lightweight race bike. It was liberated to become something much more appropriate; we’ll call it a dirt cruiser. It grew a battery and an electric starter and the price fell into XR territory. That’s pretty amazing considering that the bike probably costs more to manufacture than KTM’s new four-strokes. And even more amazing when you consider that current international exchange rates had the dollar at an all-time low versus the euro. The bottom line was that KTM is taking a bit of a beating with the SXC in order to get it established in its new role. Paul Krause on the SXC. The motor was still a liquid-cooled, four-valve thumper with a wet sump design and a five-speed gearbox. It was still 625cc in actual displacement. It used older WP suspension components and was the only KTM with rear shock linkage. That’s right, no PDS, no twin-piston shock; just good old fashioned linkage. We don’t know if that made it a KTM from the past or the future. One very significant addition was the Mikuni CV carb. The bike already complied with the emissions requirements for a California green sticker and probably wasn’t far from street specs of the time. Combine that with the keyed ignition and we could smell dual sport all over the bike. In the test that appeared in the August 2004 issue of Dirt Bike, we said the KTM’s power was just like the Honda XR650R of the day. That’s saying something. Today, the mighty XR650R has ascended to hallowed status. There are riders who collect them just for parts, claiming that there is nothing equivalent today. It was all about torque. You could virtually idle up steep hills and all it took was a slight twist of throttle to bust out crazy acceleration. It wasn’t much of a revver, but it still made power at 8500 rpm. There was just no real incentive to scream the motor when it was so much fun down low. Outside of the XR, there was no other bike that compared for this type of torque; not the KTM 525EXC, not any of the 450s, not even a Kawasaki KX500–which was still around. The XR650R and the SXC were two of a kind, but the KTM had an electric starter whereas the Honda could be a beast to start. The KTM even had a kickstarter if the battery was dead. It worked fairly easily if you got the hang of having it on the left. Remember, this motor was straight out of the ‘80s. Euro motors were all backwards back then. The starter’s on the left and the countershaft sprocket was on the right. That started a chain reaction of backwards parts; the ignition and the rear brake were different from the more modern parts that run on the other KTMs back then. The 625SXC had a short lifespan. In 2007, the first fuel-injected 690 arrived, and although it still carried the LC4 name, it was completely different. It continued to evolve and eventually became today’s 690 Enduro. I’ll admit, most of the bikes that I remember fondly from long ago are disappointments to revisit. Even then, I complained about the 625’s vibration. But, as long as I don’t run across a cheap one in good condition, I’m probably safe. I’ll continue to enjoy it in my memory without complaint. KTM’s FIRST BANKRUPTCY AND TOM MOEN Tom Moen in 2002. Tom Moen retired from KTM last April after 40 years. I’ve know him that entire time–his job changed over the years, but he was usually in charge of dealing with the press. One of the many things that told you about his character was how be behaved the first tie KTM went bankrupt. “The Monday after Thanksgiving in 1991, Rod Bush called up and gave us some advice,” remembers Scot Harden. “He said if you have any personal stuff in the office, take it home. There might be a lock on the door tomorrow.” Rod was the president of KTM America, which was a wholly owned subsidiary of KTM Austria, and he knew that something was going down. KTM’s U.S. headquarters was in Ohio and a small western sales office was manned by a handful of guys including Scot, Sel Narayana and Tom Moen. Sure enough, most of the KTM staff was furloughed immediately. Lance Smail and his history-making four-stroke. In Austria, the company had overproduced bicycles by the thousands and KTM’s fledgling radiator manufacturing business had proven to be a massive drain. But, if you looked at the company’s motorcycle business–specifically the U.S. branch–it wasn’t doing too poorly. In fact, the U.S. distributorship had money in the bank, motorcycles in the warehouse and a growing network of dealers. All that was enough to interest financial investor Stefan Pierer in the company’s potential. He had been peripherally involved with KTM through a personal relationship with ‘94/‘95 World Motocross Champion Heinz Kinigadner. Pierer had a history of working with distressed businesses and had been instrumental in saving the Kinigadner family bakery. He knew that if KTM could survive in the short term, long-term prospects were good. Tom Moen was one of the furloughed employees. Between December 1991 and March 1992 he was unemployed. But he was still needed, so he showed up at work every day. In that time period, Pierer worked his financial magic using mostly funds from the U.S. subsidiary for leverage, so in a manner, Tom and a few other truly faithful employees saved KTM. In the following years, Tom’s main function was in the marketing department but he almost always had a project of passion on the side. One of those was building Lance Smail’s 538cc LC-4, which became the first four-stroke to qualify for a premier class Supercross main event. Smail finished 28th in the 1997 Daytona Supercross. Tom Moen saw the company through two bankruptcies as well as years of wild success and dozens of championships. Congratulations Tom! See you next time! –Ron Lawson The post GREAT FORGOTTEN MOTORCYCLES–2004 KTM 625SXC; THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The 1995 Honda CR500R project featured on this week’s Two-Stroke Tuesday is a flashback to a time in history when men were men and real men raced big-bore two-strokes on the regular. Well thats kinda true, but it was almost thirty years ago now so no one is going to question it and if we are being honest we just wanted a reason to build a CR500 so we teamed up with Jay Clark to make it happen. The man, the myth, the legend, Jay Clark was all smiles in the studio with his finished CR500 project. There are a host of companies like FMF, ProX, Wiseco, Clarke Manufacturing, Works Connection, IMS and more that still make parts for these ’90s era two-strokes and we love it! Internally a combination of ProX , Wiseco , Cometic and Rekluse parts were used in the rebuild process. Tom Morgan ported the cylinder, modified the head with a De-Comp system, performed proprietary carburetor mods, rebuilt and balanced the crank before it was all bolted back together by Brad at Para Pros using brand new Specbolt fasteners Completely rebuilt hubs with some specialty coatings, new Nacstar black hoops wrapped in new Dunlop MX34’s. Works Connection is one of those companies applying modern technology for use on older two-strokes with multiple items like this clutch perch system. A rebuilt CR500 engine with new hardware from Specbolt gives us goosebumps . IMS Products old school Pro Series pegs are an upgrade from the OEM Honda units that you just can’t appreciate unless you experience the difference first hand. Other engine performance items included FMF complete exhaust, Mototassinari V-Force reed cage, dual stage Uni air filter and some VP Race Fuels. There is no such thing as “A Quick” ’90s era build! Good ones are time consuming and can be extremely expensive but man when they are completed and come out looking like this Jay Clark built 1995 Honda CR500 they are one hundred percent worth it! Now if you will excuse us our 1990 Honda CR500 project “Ping King” is calling us, stay tuned for more. The post 1995 HONDA CR500 PRO X BUILD : 2-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

A new venue was added to the GNCC line up for 2026, and Jordan Ashburn will go into the books as the first winner. The inaugural Rocky Mountain ATV/MC Dukes GNCC proved to be a great addition to the Progressive Grand National Cross Country (GNCC Racing) Series, an AMA National Championship. A full weekend of racing showcased challenging terrain, exciting battles across every class, and a strong turnout of racers and fans eager to experience Mine Made Adventure Park for the first time. The all-new event saw an all-out battle at the front of the bike race, with Phoenix Racing Honda’s Jordan Ashburn and AmPro Yamaha’s Liam Draper locked in a fierce fight for the overall win. From the moment the green flag flew, the duo set a relentless pace, quickly breaking away from the rest of the field. Ashburn, who grabbed the 1st Trust Bank XC1 Holeshot Award, and Draper traded momentum throughout the race, each finding their rhythm in different sections of the challenging Kentucky course. Whether it was tight woods or more open terrain, neither racer was willing to give an inch, keeping the pressure high lap after lap. Liam Draper (AmPro Yamaha) battled back-and-forth, ultimately earning second overall in Kentucky. Photo: Mack Faint As the race progressed, the intensity between the top two only escalated. Lapped traffic and track conditions forced both racers to stay sharp, making split-second decisions that could determine the outcome. Ashburn ultimately made his move in the closing stages, putting together a strong final push to edge ahead and secure the overall victory. Draper remained within striking distance until the very end, delivering an impressive ride to finish second after an intense, hard-fought battle. Behind them, Rockstar Energy Factory Husqvarna Racing’s Craig DeLong put in a consistent and determined performance to round out the overall podium in third. While the spotlight remained on the duel up front, DeLong maintained a steady pace and capitalized on opportunities throughout the race to secure his position. His ride capped off a standout top three, highlighting the depth of competition at the inaugural Dukes GNCC. AmPro Yamaha’s Kailub Russell put together an impressive comeback ride to claim fourth overall at The Dukes GNCC, overcoming an early setback to charge his way back through the field. Russell steadily worked his way forward as the race unfolded, showcasing his experience and determination on the challenging Kentucky terrain. By the final laps, he had regained valuable ground and secured a strong fourth-place finish, proving once again why he remains the winningest GNCC racer. Craig Delong (Rockstar Energy Factory Husqvarna Racing) put in a consistent race, finishing third overall on the day. Photo: Mack Faint Just behind him, Phoenix Racing Honda’s Michael Witkowski delivered a consistent performance to earn fifth overall, maintaining a solid pace and minimizing mistakes throughout the race. FMF KTM Factory Racing’s Ben Kelley rounded out the top six with a steady and calculated ride of his own, navigating the tough conditions to secure sixth place and maintain the points lead. Together, these racers demonstrated resilience and consistency, adding depth to an already competitive field at round five. FMF KTM Factory Racing’s Jason Tino delivered a standout performance at The Dukes GNCC, capturing his first XC2 250 Pro class win while also earning an impressive seventh overall finish. Tino set a strong pace early on and remained consistent throughout the race, successfully managing the demanding Kentucky terrain against a highly competitive field. His ability to stay composed and push forward not only secured the XC2 class victory but also placed him among the top overall finishers of the day, highlighting an exceptional ride at the inaugural event. Rocky Mountain Red Bear Kawasaki’s Grant Baylor turned in a solid performance at The Dukes GNCC, finishing seventh in the XC1 Open Pro class and eighth overall. Baylor maintained a steady pace throughout the race, navigating the demanding course conditions while battling within a stacked field of top talent. His consistent effort from start to finish earned him another strong result in the highly competitive XC1 division. Jason Tino (FMF KTM Factory Racing) earned his first XC2 250 Pro class win. Photo: Mack Faint Liqui Moly Factory Beta Racing’s Jhak Walker and Husqvarna/MX Tech Suspension/Offroad Performance Coach’s Gavin Simon rounded out the top 10 overall at The Dukes GNCC while also securing second and third in the XC2 250 Pro class. Walker delivered a strong and consistent ride to finish ninth overall, battling up front within the XC2 ranks and maintaining a competitive pace throughout the race. Close behind, Simon put together an equally determined effort to claim 10th overall and third in class, continuing to push through the demanding Kentucky terrain. Both racers showcased their speed and resilience, adding depth to the XC2 podium while breaking into the overall top 10. Earning The Dukes Top Amateur honors was Chase Landers as he came through to take home the 250 A class win, and 11th overall on the day. Hunter Smith would come through to earn second in the 250 A class, and second atop the Top Amateur podium after coming through 14th overall. James Jenkins rounded out the Top Amateur podium as he came through 15th overall and third in the 250 A class. Brandy Richards (FMF KTM Factory Racing) grabbed the WXC class win at The Dukes GNCC in Knott County, Kentucky. Photo: Mack Faint FMF KTM Factory Racing’s Brandy Richards claimed the top spot in the WXC class at The Dukes GNCC with a commanding performance after making the pass for the lead on the second lap. Richards navigated the fresh Kentucky terrain with confidence and speed while maintaining control through the demanding sections of the course. Her ability to stay consistent and avoid mistakes ultimately secured her the win, continuing her strong presence at the front of the class. Behind her, Rockstar Energy Factory Husqvarna Racing’s Korie Steede put together an impressive ride to earn second place, keeping the pressure on throughout the race and delivering a determined effort in the challenging conditions. AmPro Yamaha’s Danielle McDonald rounded out the podium in third, showcasing a steady and resilient performance as she battled through the field and held her position. Together, the top three WXC finishers highlighted the depth of talent in the class and added another exciting chapter to the inaugural Dukes GNCC. Phillip Arnold battled through to take the Youth Bike race overall win. Photo: Mack Faint In the Youth Bike race, it was Phillip Arnold battling throughout the race with Hunter Hawkinberry. Arnold would hold the early lead, but Hawkinberry would continue to push himself through the trails making the pass for the lead at the halfway point. However, Arnold would fight back, making the pass back for the lead position and holding that until the checkered flag flew, earning the Youth Bike Overall Win and YXC1 Super Mini Sr. (14-15) class. Hawkinberry would hold onto second overall and in the YXC1 class. Rounding out the top three overall Youth Bike finishers was Bentley Saxon who came through third in the YXC1 class. Coming through to earn the YXC2 Super Mini Jr. (12-13) class was Deegan Caplinger, Evan Porter took the 85 Big Wheel (14-15) class win, Colton Propst earned the 85 Big Wheel (11-13) class win, James Razor earned the 85 (12-13) class win, Tripp Lewis took home the 85 (11) class win, Kane Morrison earned the 85 (7-10) class win. In the 65 (10-11) class it was Reed Lokker taking the win, Peyton Austin took the 65 (9) class win, Carson Zink earned the 65 (7-8) class win, Vaida Lavergne took home another Girls Super Mini (12-16) class win, Aubrey Tsakanikas earned the Girls 85 (7-13) class win and Jhorjie Walker earned the Girls 65 (7-11) class win as Mari Evkovich took the Trail Rider (7-15) class win. A special thank you goes out to Erik Hubbard, Judge Jeff Dobson, Senator Brandon Smith, and the entire Knott County, Kentucky community for their incredible support in making the inaugural Rocky Mountain ATV/MC Dukes GNCC a reality. Their dedication, hard work, and commitment to bringing this event to Mine Made Adventure Park played a vital role in its success. The warm welcome and enthusiasm from the local community did not go unnoticed, and it’s clear that Knott County has become a truly special stop on the GNCC schedule. GNCC Racing’s sixth round of racing will head to Monterey, Tennessee, May 1 through May 3, for The Specialized Old Gray where the first round of Progressive GNCC eMTB National Championship racing will take place on Friday afternoon followed by ATVs and Motorcycles on Saturday and Sunday. For more information visit The Old Gray event page on www.gnccracing.com. For more information on the GNCC series, visit the official website at www.gnccracing.com or call (304) 284-0084. Join the conversation on the series Facebook page, follow us on Twitter and Instagram, and be sure to always hashtag #GNCC. The Rocky Mountain ATV/MC Dukes GNCC Top Three: Jordan Ashburn (center), Liam Draper (right) and Craig Delong (left). Photo: Mack Faint The Rocky Mountain ATV/MC Dukes GNCC Results and Points Standings Leburn, Kentucky Round 5 of 13 Sunday, April 19, 2026 Overall Event Results: Jordan Ashburn (HON) Liam Draper (YAM) Craig Delong (HQV) Kailub Russell (YAM) Michael Witkowski (HON) Ben Kelley (KTM) Jason Tino (KTM) Grant Baylor (KAW) Jhak Walker (BET) Gavin Simon (HQV) Overall National Championship Standings: Ben Kelley (99) Jordan Ashburn (96) Liam Draper (96) Craig Delong (78) Michael Witkowski (72) Josh Strang (56) Grant Davis (55) Jhak Walker (49) Steward Baylor (48) Nicholas DeFeo (42) The Overall National Championship Standings will determine the 2026 National Champion. XC1 Open Pro Event Results: Jordan Ashburn (HON) Liam Draper (YAM) Craig Delong (HQV) Kailub Russell (YAM) Michael Witkowski (HON) Ben Kelley (KTM) Grant Baylor (KAW) Josh Strang (BET) Ryder Lafferty (HON) Joshua Toth (KAW) XC2 250 Pro Event Results: Jason Tino (KTM) Jhak Walker (BET) Gavin Simon (HQV) Brody Johnson (HQV) Jason Lipscomb (HON) Angus Riordan (HON) Christopher Parris (HON) Toby Cleveland (HQV) The post INAUGURAL DUKES GNCC RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Sidi Boot Lineup Guide: Motocross, Enduro, Adventure and Touring Boots Sidi Offers a Boot for Every Type of Rider Sidi offers everything from lightweight race boots to rugged enduro, dual-sport and adventure models, and sorting through the lineup can get confusing in a hurry. Some boots are built for maximum feel and mobility on the bike, while others focus on added protection, off-bike traction, waterproof coverage or long-distance comfort. Here’s a closer look at Sidi’s current boot lineup and what each model is designed to do. Sidi Motocross and Off-Road Boots Sidi Crossair X The all-new Crossair X is built for riders who want premium protection without the heavy feel of a traditional moto boot. Sidi gave it full-coverage impact protection, a three-point anti-hyperextension system, and a slim inner-side design that helps improve feel against the bike. The lightweight build, durable construction, and race-proven sole make it a serious option for aggressive motocross riders looking for support, grip, and control. Price: $599.99 Website: https://moto.sidisport.us/products/crossair-x-boot.html Sidi Crossfire 3 SRS The Crossfire 3 SRS is one of Sidi’s flagship off-road boots and is built for riders who want race-level protection with long-term serviceability. It features full impact coverage, dual-sided ankle support, and a replaceable sole system that helps extend the life of the boot. With replaceable hardware and a proven flexible structure, the Crossfire 3 SRS is made for riders who demand durability, support, and all-out performance on the track or trail. Price: $579.99 Website: https://moto.sidisport.us/products/crossfire-3-srs-boot.html Sidi Crossair For riders chasing a lightweight premium motocross boot, the Crossair delivers big protection in a compact package. Sidi says it is one of its lightest premium MX boots, combining a fiberglass-reinforced internal structure with a three-point support system to help limit dangerous movement. The slim profile improves bike feel, while the engineered sole is designed to deliver excellent grip and durability in tough riding conditions. Price: $499.99 Website: https://moto.sidisport.us/products/crossair-boot.html Sidi Crossair HD The Crossair HD takes the lightweight Crossair platform and adapts it for extreme enduro riding. It keeps the low-weight construction, strong ankle support, and slim contact zone, but adds a trail-stitched sole for better grip when the terrain gets rough and technical. For riders who split time between aggressive off-road riding and hard enduro conditions, the Crossair HD brings premium support with more off-bike traction. Price: $599.99 Website: https://moto.sidisport.us/products/crossair-hd-enduro-boot.html Sidi Crossfire 3 TA The Crossfire 3 TA carries on Sidi’s long-running reputation for premium off-road performance with a traditional stitched sole design. It features full-coverage protection, controlled ankle movement, and a durable construction aimed at riders who want long-term reliability. The slim inner-side design improves feel on the bike, while the proven sole construction makes it a strong choice for motocross and off-road riders who value support and longevity. Price: $499.99 Website: https://moto.sidisport.us/products/crossfire-3-ta-boot.html Sidi X Power Enduro The X Power Enduro is built specifically for the demands of off-road and enduro riding. It combines full-coverage protection with an enduro-specific lugged sole designed for grip and stability across varied terrain. A three-point anti-hyperextension system helps control movement, while the stitched sole construction and premium materials are aimed at riders who need durability for long days on the pegs and technical sections off the bike. Price: $449.95 Website: https://moto.sidisport.us/products/x-power-enduro.html Sidi X Power Enduro WP The X Power Enduro WP takes the Enduro platform and adds waterproof performance for wet rides and unpredictable conditions. It uses the same off-road-focused sole, durable construction, and controlled-flex support system, but adds a waterproof membrane to help keep feet dry when the weather turns ugly. It is a strong option for riders who want off-road capability with extra all-weather protection. Price: $479.99 Website: https://moto.sidisport.us/products/x-power-enduro-wp-boot.html Sidi X Power SC The X Power SC is an off-road boot aimed at riders who want strong protection, comfort, and value in one package. Sidi gave it premium polymer protection in key impact zones, a wider fit profile for comfort, and a lightweight design that balances flexibility with feel on the bike. With durable materials, adjustable buckles, and a stitched sole build, the X Power SC is made for riders who want dependable performance without stepping all the way up to the premium price tier. Price: $399.99 Website: https://moto.sidisport.us/products/x-power-sc-boot.html Sidi Adventure and Touring Boots Sidi Gavia 2 GTX The Gavia 2 GTX is built for riders who want all-day comfort and true touring versatility. It uses premium microfiber, engineered flex zones, and a GORE-TEX membrane to help keep riders comfortable across changing weather and long mileage days. Adjustable calf openings and stretch panels improve fit, while high-impact areas are reinforced for added protection. It is a smart choice for adventure and touring riders who want comfort without giving up support. Price: $299.95 Website: https://moto.sidisport.us/products/gavia-2-gtx-boot.html Sidi Taurus GTX The Taurus GTX is a premium adventure-touring boot built for long-distance exploration. Dual dial closures provide a personalized fit, the adjustable instep helps shape the boot naturally to the foot, and the stretch calf panel is designed to work with a wide range of riders. With a supportive structure and premium touring-focused build, the Taurus GTX is made for riders who want confidence and comfort whether they are seated on the highway or standing in the dirt. Price: $599.99 Website: https://moto.sidisport.us/products/taurus-gtx-boot.html Sidi Aria 2 GTX The Aria 2 GTX is a touring boot designed for comfort, breathability, and everyday usability. It combines a breathable GORE-TEX laminated membrane with a durable outer chassis, an easy-entry zipper system, and TPU protection in key impact areas. For riders who want a boot that works for commuting, touring, and day-to-day street riding, the Aria 2 GTX offers an easy blend of protection, weather coverage, and comfort. Price: $329.99 Website: https://moto.sidisport.us/products/aria-2-gtx-boot.html Sidi Road Riding Boots Sidi Mag-Air 2 The Mag-Air 2 is a high-performance road boot shaped by racing and focused on precision. Its dial-fit system is designed to lock in support and stability, while engineered flex zones help riders move naturally without losing control. With a race-sculpted profile, protective structure, and a flat inner side for better feel on the bike, the Mag-Air 2 is built for riders who want serious performance with a technical, modern fit system. Price: $479.99 Website: https://moto.sidisport.us/products/mag-2-air-boot.html Conclusion: Which Sidi Boot Is Right for You? Whether you ride motocross, hard enduro, adventure routes or long highway miles, Sidi’s current lineup covers a wide range of needs. Lightweight race boots like the Crossair models focus on feel and mobility, while options like the Crossfire series, X Power Enduro models, and adventure-focused GTX boots bring more durability, traction, and weather protection to the table. The post SIDI BOOT LINEUP GUIDE: MOTOCROSS, ENDURO, ADVENTURE AND TOURING BOOTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We all have bucket lists. Maybe you want to qualify for Loretta Lynn’s. Maybe you want to do the Dakar rally. Maybe you want to ride in Costa Rica. For me, it’s not about riding in exotic places or participating in legendary events. I’ve been doing that for over 50 years. Now, it’s about going back and doing it right. That means taking it a little slowly and enjoying the people that make this sport great. This weekend was a perfect example of that. I drove up to Caliente, Nevada with Pete Murray and we rode the 42nd annual Nevada 200. I got to hang out with some of the coolest people on the planet for three days. We rode some excellent trail together, got a little sick from questionable chili together, drank beer, told stories and had a great time. It doesn’t get much better. Pete Murray crashed almost immediately on day one. It’s good to get that out of the way early. This kind of stuff is overdue. As I said, I’ve been blessed with the opportunity to race motorcycles all over the world. All of these were great experiences, but they were races, which means you rush through it all with such focus that you miss anything that isn’t directly in your field of vision. Now, I want to revisit all those places and take a good look at what I missed the first time. Nevada is an obvious target. I raced the Best in the Desert series for years, did some MRAN events, rode the Nevada Rally and did the Nevada 2000, but it was all with racing blinders. This weekend I got to look around and enjoy a number of people I hadn’t seen in years. It starts, of course, with Scot and Kristi Harden. They were on the racing treadmill along with me for over 40 years, but now they just want to get together with old friends and throw the kind of party that takes place on the trail. Rodney Smith is now a part of the Harden Off-Road team and helps put together the event along with a long list of crusty characters. For example I’ve known Chris Carter because his company Motion Pro makes such great tools. At the Nevada 200, I got to know Chris as a rider. Same thing is true of Mike Spurgin of Taco Moto. For a couple of years now he’s been my go-to source for dual-sport information. Guess what? The reason he knows so much about dual-sport bikes is because he rides the hell out of them. A side-note on Spurgin. He will talk your ear off about dual-sport bikes. That’s a side effect of passion. On Saturday’s part of the trailride, I got a flat front tire and was looking around for a suitable rock/motorcycle stand when he arrived. He parked his Beta 350RS and proceeded to hold my bike so that the front wheel was off the ground for the next half-hour. He talked the whole time, of course, but in a good way that helped make the task easier. Another rider named Kevin also stopped to help. Up front, I have to confess that I don’t accept help graciously. I’ve written columns about that. Even if I do things wrong, even if I do things in such a way that it’s painful to watch and even if it looks like I might not get the job done at all, I prefer to do the work myself. Ask anyone. I need to hand it to Kevin. I repeatedly threatened to fight him, but he stayed and helped me through the task. The reason it took so long was because everything went wrong. I had ridden too far on the flat and the tire and the rubber strip that covers the spoke nipples had rotated out of place. Eventually I had to take the whole tire off and start over. My ISDE days were long ago and that fact was apparently obvious to Kevin. He stayed and fixed my errors despite my lack of civility. Mike, I think, was entertained by the whole process and kept it light whenever tension escalated. I rode a Husky TE300. It was perfect. Another rider who I always enjoy is Lendon Smith. He’s the owner of Seat Concepts, which is a company that’s doing quite well these days. Lendon was broke 15 years ago, but stuck with his fledging company when it probably would have been much easier to work construction. Now that seats are a thriving business, he has a bucket list of his own and it looks much like mine. Pete Murray and I coordinated with Lendon beforehand–if he was going to the Nevada 200, we were going. One of the side shows is an on-going contest to see who bleeds the most when we get together. Both of us are blessed with paper-thin skin and virtually every ride ends with horrendous wounds and blood leaking through our sleeves. For both of us, the injuries are generally quite superficial, but look fearsome nonetheless. This weekend, I finally bested Lendon, which has been an on-going pursuit for several years. Pain is temporary, glory is forever. Pete’s favorite bike lately has been the Beta 200RR. Pete Murray is one of my very best friends and we ride together almost every week. I think this is a testimony to my strength of character, because Pete has always been much faster. It can get old, but I deal with it. Lendon and Pete are going to embark on an adventure that doesn’t involve me later in the year. They will be on a U.S. team at the Vintage Enduro Trophy in Zschopau, Germany. Lendon is a veteran of the event and sees Pete as something of a ringer. He has even offered to procure the bike for Pete to ride: a 1978 Maico 250. Pete’s footnote in history is that he was the last rider to earn National Motocross points on a Maico. Noted: Lendon didn’t offer me a spot on his team. Skyler Howes was on the ride for the second year in a row. Pete was also annoying because he went unscathed by the Great Chili Scandal. Scot and his crew always make a big pot of chili for the riders to enjoy at the end of day one. This time the chili was a little off. We all ate it anyway, and most of us had to deal the consequences all night. Not Pete. Years of riding Maicos left him with the ability to tolerate anything that was long past its prime. That’s not true of Brock Harden who believed he had an iron gut. The iron apparently rusted through and sent him scurrying into the brush on the morning of day two. He says he wiped with a rock. I don’t know how that’s possible. Brock stepped on stage during Saturday evening’s banquet to present his dad Scot with one of the famous Whistledick Awards for his part in the chili caper. “Whistledick,” as anyone who has ever raced in the greater Nevada region knows, is a term of affection coined by Casey Folks years ago. At the Nevada 200, Whistledick awards are presented to riders for their misdeeds on the trail. Pete Murray, I think, has four. Now Scot Harden himself has one. Oh, yeah, we also covered 200 miles of trail. It was excellent. It turns out that this band of questionable characters was originally brought together by a love for riding. Now what keeps them coming back is a love for each other. Pete added to his whistledick collection. The post 42ND ANNUAL MOTION PRO NEVADA 200 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM’S SMALLER ADV – READY FOR OFF-ROAD The post 2026 KTM 690 ENDURO R TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

By Rick Sieman or Ron Lawson, depending on which parts you read Back in the early ‘90s, dual-sport riding was a very different sport, populated by different machines, different riders and different opinions. In the November 1990 issue of Dirt Bike, Rick “Super Hunky” Sieman and I expressed two different views of the same ride—and of dual-sport riding in general. In late 1990, dual-sport bikes weren’t yet the dirt-capable bikes that they would become. RICK: Ron Lawson looked me straight in the eye, forced a smile and lied through his teeth: “Hunk, you’ll love it.” I was suspicious already. “We’re going to have the whole staff go on a dual-sport ride, and we want you to go with us.” Ron is the new editor of Dirt Bike, and while I’m sure he meant well, I was also sure he didn’t have a clue about how much I hate dual-purpose bikes. Well, maybe not “hate”—perhaps “detest” is a better word. Some clarification is in order. You see, I have ridden literally hundreds of dual-purpose bikes over the last 20 years, and in the process I have lost more skin, tweaked more knees and been in an advanced state of fear more times than I care to think about. Am I too opinionated about this? Yes. However, by being old and crusty, I am allowed to be this way and make no apologies for my stance. RON: Tim warned me. Joe warned me. Even Rondo advised against it. What, I thought, could be more fun and less harmful than inviting the Hunk along on our dual-sport ride? I mean, the worst thing that could happen is that he would have a rotten time, right? KAWASAKI KLR650 Dirt Bike’s dual-sport scale: 20-percent dirt, 80-percent street. KAWASAKI KLR650: It’s a fun bike on a fire road, but other than that, keep the KLR on the street. It’s not as powerful as the big Suzuki, but the Kawasaki’s liquid-cooled, electric-start motor is super smooth. Wrong. The worst thing that could happen is that we would have to listen to him having a rotten time. If you never experienced Hunky in full gripe, then just imagine what Bob Hannah acted like when he heard that they colorized all the old John Wayne films. You want to keep your distance. In truth, what was there to complain about here? Out of the seven bikes, he was bound to find one he liked. There were the two 350s, the Yamaha and the Suzuki, which were certainly better than most of the pure dirt bikes of the ‘70s. If they didn’t have enough power for the street sections, then there were the big bikes. The Suzuki DR650S, the Yamaha electric-start XT600 and the Kawasaki KLR650 are all powerful—although street-oriented—motorcycles. Finally, there were the two Hondas, which were complete street bikes: the now-discontinued (but still stocked and available) NX650 and the twin-cylinder Transalp. To be honest, I really didn’t expect the Hunk to like those. YAMAHA XT350 Dirt Bike’s dual-sport scale: 50-percent dirt, 50-percent street. YAMAHA XT350: Not much has happened to the XT350 in the last few years. Even if it’s a little dated, though, it won’t be too far behind the new Suzuki on any given trail ride. RICK: There’s a certain sense of satisfaction about gassing up a bunch of shiny new bikes on a cool weekday morning, knowing that you’re going to be riding while everyone else is trundling off to work, even if the bikes are overweight, underpowered, and half useless. The first part of the ride was all pavement. It only took 20 minutes before the riders started squirming around in their saddles. The smaller bikes started numbing hands, and the early stages of monkey butt began setting in. All of the riders were happy to arrive at the Gorman/Hungry Valley riding area. Dare I say it? Riding a dual-sport bike at legal speed is boring. I, personally, would rather cover that highway in a nice car with the air conditioner on and a Willie Nelson tape playing. YAMAHA XT600 Dirt Bike’s dual-sport scale: 40-percent dirt, 60-percent street. YAMAHA XT600: The electric starter has become one of our favorite things. The new XT has the magic button, and it feels right in the dirt, but it doesn’t have enough power to justify all that weight. RON: There are only so many ways to deal with long, straight sections of pavement. One: You can sit in a Buick, surrounded by your own personal environment, thereby avoiding any possible contact with the outside world. Two: You can ride a dual-sport motorcycle and enjoy the ride as much as possible. The roads up to the Gorman area in Southern California are rugged, mountainous and twisting. Even the freeway sections are surrounded by stark cliffs and endless vistas. The dual-sport bikes did their job well on the pavement. They took us through all that, giving us the opportunity to take in the scenery and be a part of the surroundings. Everyone (with one possible exception) seemed to have a good time. Along the way, we passed one truck full of dirt bikes. The passenger was asleep, and the driver was staring blankly ahead, his brain completely shut off aside from some very basic motor functions. They reminded me of the astronauts in “2001: A Space Odyssey,” who were cryogenically frozen while they were traveling through space to be thawed out when they got to their destination. These guys in the truck are going to wake up from their suspended animation and be a few hours older, I thought, while we’ve spent those hours riding. They’re missing out. I think they were even listening to a Willie Nelson tape. RICK: Once we got off the regular roads, it was as if a weight had been lifted from our shoulders. No more highway patrolmen, speed limits or good behavior. A few impromptu drag races broke out. The DR650, Transalp and KLR650 were the horsepower kings of the group, but they were still nothing compared to a good 500 motocrosser, which will change the rotation of the earth if it can get enough traction. Once the goofing around stopped and the riding began, something else became obvious. The 350s were gone in a flash, leaving the big bikes eating dust. The Suzuki 650 managed the two-track trails slightly better than the other big singles, but the Transalp was almost comical. SUZUKI DR650S Dirt Bike’s dual-sport scale: 50-percent dirt, 50-percent street. SUZUKI DR650S: It’s bigger than some small countries all right, but it has gobs of power and works surprisingly well. We only wish the monstrous DR had an electric starter. HONDA TRANSALP Dirt Bike’s dual-sport scale: 10-percent dirt, 90-percent street. HONDA TRANSALP: Believe it or not, you can take the V-twin Transalp off-road and even have fun doing it. Just be prepared to work real hard—and stick to dirt roads when you do. After a half hour of dirt roads, we hit the base of a beautiful mountain trail, gingerly crossed a shallow stream and started up the hillside. As long as the surface was hard-packed, I suppose the bikes worked okay, but when slick spots were encountered, the little “knobettes” became useless. You may as well paint the rims black and leave the tires hanging on the garage wall. Do yourself a favor. If you spend any time off-road, mount a pair of knobbies. The 35-mile loop led to trails over the 8000-foot mark, and a pause at the top let the riders rest and enjoy some truly spectacular scenery. I had to admit, privately, this part of the ride was almost fun. SUZUKI DR350S Dirt Bike’s dual-sport scale: 60-percent dirt, 40-percent street. SUZUKI DR350S: The midsize DR-S is the best of the batch on the trail, but still, soft suspension and power make it a little more street-oriented than we had hoped. RON: Super Hunky was softening. Usually, you can tell his attitude by the color of his cigar smoke. When it’s dark brown, stay away. When it’s light blue, that means he’s having a good time. It’s kind of like when a dog has a wet nose, that sort of thing. If he had had a cigar at the top of Alamo Mountain, I think he would have been puffing blue smoke. The secret to enjoying a dual-sport ride is in the company you keep. If you spend too much time worrying about someone beating you to the top of the mountain on a full-on dirt bike, you’ll make yourself miserable. The truth is that it’s just as challenging and just as much fun to climb a trail in 20 minutes on a dual-sport bike as it is to do the same section in 15 minutes on an RMX. As long as there are no RMXs around to spoil the party, the dual-sport bikes are in their own universe, where all the hills are steeper and all the traction looser than in the regular world. That universe has some really nice things too. Like electric starting. Like super-soft suspension that makes rocky, slow sections actually easier than they would be on an outright dirt bike. RICK: Retrospect is a wonderful thing. After the group meandered back to the start point, the DB crew unwound, slammed down a few cold ones and recapped the whole day. We touched on the pros and cons of each bike, which ones we’d buy and so forth, and then a strange thought crossed my mind. A few minutes later, I heard myself asking if I could borrow the Suzuki DR350 for maybe a month or two. Or three. Considering that all I’d done for a full day was whine and moan about how much I hated dual-sport bikes, they pressed me for details. Here’s the deal: I travel in Baja a lot, and I see neat little trails heading off—to who knows where. It would be great to just sort of explore these narrow trails with a friend. The ideal tool would be a dual-sport bike. Maybe the road you want to explore is in the mountains of the east, or the vast expanses of the western deserts, or the sugar-sand trails of the Southeast. As much as I hate to admit it, a dual-sport bike is the only machine that can get the job done. RON: Okay, so we didn’t totally reform Rick’s attitude about dual-sport bikes. When Super Hunky’s opinion is etched, it tends to last longer than the half-life of nuclear waste. But the fact that he referred to the Suzuki DR350S as his favorite, instead of calling it the bike he hated least, makes me believe that maybe—just maybe—he enjoyed himself more than he let on. He actually asked to borrow the DR for a while, making up some cockamamie story about wanting to explore trails in Baja. I think that somewhere inside he decided that dirt bikes are fun because, among other things, they remove limitations; they allow you to do things that you couldn’t otherwise do. The biggest difference is that dual-purpose bikes don’t have to blast through those limitations; they can ride right around them. So, in the case of dual-sport bikes versus Super Hunky, we’ll call it a draw for now, but don’t be surprised if you catch a glimpse of a large figure having an absolute blast on a DR350 in some secret Sunday riding area. Be forewarned, though: he’ll deny ever having been there. HONDA NX650 Dirt Bike’s dual-sport scale: 10-percent dirt, 90-percent street. The NX650 has a fantastic motor trapped in a really weird, plastic-shrouded chassis. –Ron Lawson The post DUAL-SPORT BACK IN THE DAY: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи