MotoFactory

BETA 390 X-PRO REVIEW HERE! ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post 2025 BETA 390 RR X-PRO VIDEO TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The 2025 3 Bros 10 Hours of Glen Helen took place this week with 80 teams and almost 300 riders. It took just under 20 minute for most of the teams to lap the 8-mile course. Sam Pretscherer, Sean Lipanovich and Trevor Hunter were easy winners. The three riders had virtually no trouble on their way to completing 38 laps on a Husqvarna TX300 two-stroke. It was a very good day for Aussies, because the key rider for the second place team was Pretscherer’s countryman and roommate Mason Semmens. He rode on the 2024 Glen Helen Endurance Championship team led by Carson Tryon with Harlem Nelson aboard a KTM 250. They were the class winners in the 125/250 Expert class. Other class winners were Brandon Gravley in the Open intermediates who got third overall just two laps behind the leaders. Josh Fout and Josh Mosiman teamed up for Motocross Action to win the Business class while TJ Durst was the top Ironman in 18th overall. For full results, go to GlenHelen.com. Carson Tryon’s team was second overall as they hope to repeat as series champions. Todd Davis won the +40 Expert class and was 15th overall. TJ Durst was the top Ironman. Josh Fout was on Team MXA with Josh Mosiman. They won the Business class. OVERALL RESULTS Sam Pretscherer Team Carson Tryon Team Brandon Gravley Team Alberto Ruiz Team Cole McCarty Team Jeffrey Row Team Jarett Megla Team Joshua Fout Team Dylan Delgado Team Max Lieberman Team Zachary Clark Team Damon Bush Team Kyle Pethers Team Jarry Sessions Team Todd Davis Team Austin Keys Team Zachary Luce Team TJ Durst Ironman Grayson Pringle Ironman Josh Webb Team Brendan Gowan Team Gunner Smith Team Zane Simons Team Zach Severance Team Brandon Krause Team Daniel Munoz Team Josh Heckman Team Adrian Montecinos Team Dylan Cooper Team Greg Mentzel Team Ethen Shipman Team Andrew Vance Team David Stein Team Jared Onstott Team Adrian Mejia Team Alex Vallejo Team Horacio Rodriguez Team Andy Valencia Team Tommy Luhrs Team Josh McWilliams Team Shawn Williams Team Logan Tyler Ironman Brian Nasif Team Jared Nichols Team Tanner Morris Team Jared Fleming Ironman Hannah Hodges Team Adrian Riveramelo Team Jacob Hatfield Ironman Samson Estus Team Austin Bott Ironman Josh Moyle Ironman Memo Hale Team Matthew Yarnell Team Carson Butterfield Team Pig Farmers Team David Good Team Curtis Roberson Ironman Adam Puckett Team Spencer Abramson Team Andres Valadez Team Daniel Tobin Team Kealan Whiteside Team Blake Beckenbach Ironman Chad Hadsall Ironman Aiden Metz Team Brayden Butterfield Team Frank Ramirez Team Cody Krueger Ironman John Geyerman Team Tim Craig Team Kenneth Pellmann Team Tyler Nelson Team Seth Church Ironman Austin Barker Ironman Evan Kleen Ironman Junior Delgado Ironman Aaron Atkins Team The post 2025 3 BROS 10 HOURS OF GLEN HELEN RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The third round of the AMA National MX Championship marked the third straight win for Jett Lawrence as the show made its annual stop in Lakewood, Colorado. The Toyota Thunder Valley National also signified Round 20 of the SMX World Championship and showcased an incredible battle in the 450 Class that saw multiple racers making plays for the lead. Despite the threats, Lawrence withstood the pressure to prevail. In the 250 Class, Team Honda HRC Progressive’s Chance Hymas made it a clean sweep for the “Red Riders” with his first ever 1-1 performance in which he went wire-to-wire in both motos. 450 Class Moto 1 The first moto of the afternoon got underway with the top five riders in the championship leading the way, with Team Honda HRC Progressive’s Hunter Lawrence emerging with the Pro Motocross Holeshot, only to give way to his brother, Jett Lawrence. Behind Jett, multiple riders jockeyed for position, with Red Bull KTM Factory Racing’s Aaron Plessinger settling into second ahead of Hunter Lawrence and the Monster Energy Yamaha Star Racing teammates of Eli Tomac and Justin Cooper. Jett Lawrence was able to assert his control of the moto, but Plessinger showed impressive pace to keep the Honda within striking distance. Meanwhile, a tense battle for third unfolded between Hunter Lawrence and Tomac. Their fight helped bring them closer to Plessinger, which allowed Lawrence to seize the opportunity and make the pass for second. He then gave pursuit to his brother. Halfway through the moto the top four were separated by just four seconds. A sibling battle took shape approaching the final 10 minutes as Hunter closed to within a second of Jett, but the younger Lawrence inched away and reestablished a margin of around two seconds. With just over five minutes to go things changed again as Plessinger surged forward and reclaimed second from Hunter Lawrence. Plessinger then charged onto the rear fender of Jett Lawrence and made a pass for the lead with three minutes remaining. Jett regrouped and battled back to reclaim the position. The fight wasn’t over as lapped riders slowed Lawrence’s pace enough to allow Plessinger to get alongside once more, but the Honda rider fended off the pass. Lawrence sprinted on the final lap to pull away and grab his fourth moto win of the season by 3.3 seconds over Plessinger. Hunter Lawrence went down while running third, which handed the position to Tomac, and remounted for fourth. Cooper followed a distant 45.8 seconds behind the leader in fifth. Jett Lawrence captured his 18th win in 19 starts with a fifth career 1-1 performance. Photo Credit: MX Sports Pro Racing, Inc. Moto 2 The second moto started with the Muc-Off/FXR/ClubMX Yamaha of Coty Schock out front with the Pro Motocross Holeshot ahead of Monster Energy Yamaha Star Racing’s Cooper Webb and Hunter Lawrence. Both Jett Lawrence and Plessinger started outside the top five, while Tomac was mired outside the top 10. As Schock continued to pace the field a lot of moves were made behind him as Hunter Lawrence moved into second, Cooper into third, and then Jett Lawrence and Plessinger all making their way around Webb. An aggressive Hunter Lawrence was able to wrestle the lead away from Schock as Cooper followed through into second to initiate a battle for the lead. Jett Lawrence made additional passes to slot into third. Back out front, Cooper made the pass for the lead as the Lawrences battled for second. Behind them, Plessinger and Tomac got by Schock and looked to close in on the lead trio. As Cooper continued to pace the field Jett Lawrence was able to get around his brother for second. Not long after, Tomac charged his way into third. With half the moto remaining Lawrence mounted his attack on Cooper. The Yamaha rider kept the Honda at bay for a while, but Lawrence used an outside line to slip past and take control of the moto with a little more than 10 minutes to go. Meanwhile, Tomac got by his teammate for second and faced a deficit of about two seconds to Lawrence. As he closed in on Lawrence and appeared to have the pace to apply pressure Tomac tipped over, which ended the threat. Lawrence carried on to take his fifth moto win of the season by 11.1 seconds over Tomac, with Cooper in third. Eli Tomac’s anticipated return to his home race resulted in a runner-up effort. Photo Credit: MX Sports Pro Racing, Inc. Overall Lawrence’s second 1-1 effort of the season, and the 15th of his career, resulted in the Australian’s 18th career premier class victory in 19 starts, which moves him into a tie for 10th on the all-time wins list. Tomac earned his second runner-up effort of the young season (3-2), while Plessinger made it back-to-back podiums in third (2-5). Lawrence added to his lead in the championship standings, which now sits at 25 points, one full moto over Tomac, who reclaimed second. Plessinger dropped to third and sits 27 points out of the lead. The overall SMX regular season standings have Webb maintaining his hold of the top seed after 20 rounds, with a 47-point margin over teammate Cooper with eight rounds remaining. Cooper sits 21 points ahead of Plessinger, the current third seed. Aaron Plessinger’s impressive start to the season has netted back-to-back podiums. Photo Credit: MX Sports Pro Racing, Inc. 1st Place: Jett Lawrence, Team Honda HRC (1-1) “[Today] was a combination of working hard and being patient. Justin [Cooper] and Eli [Tomac] were riding well [in Moto 2] and I was able to capitalize on mistakes from everyone else while not making many of my own. This track made it easy to do so. I could hear Eli behind me, but then I heard the fans and knew something had to have happened. They made it tough on me today, but happy to be back on top.” 2nd Place: Eli Tomac, Monster Energy Yamaha Factory Racing (3-2) “It was back and forth. We [Lawrence and I] had our spots on the track to gain time and lose time. The turn after I went down was the spot where I thought I could get him, but I rushed the prior corner. It’s a bummer, but it was a good race. We’ll try again next weekend.” 3rd Place: Aaron Plessinger, Red Bull KTM Factory Racing (2-5) “I had a great first moto, luckily, because I didn’t do too good in the second moto. I made some changes to the bike and should have just left it alone. All in all, it was a good day. I’m happy with our progress and always glad to be on the podium. We’ll keep going and hopefully we’ll win one of these someday.” 450 Class Overall Results (Moto Finish // Points) Jett Lawrence, Landsborough, Queensland, Australia, Honda (1-1 // 50) Eli Tomac, Cortez, Colo., Yamaha (3-2 // 42) Aaron Plessinger, Hamilton, Ohio, KTM (2-5 // 39) Justin Cooper, Cold Spring Harbor, N.Y., Yamaha (5-3 // 37) Hunter Lawrence, Landsborough, Queensland, Australia, Honda (4-4 // 36) Cooper Webb, Newport, N.C., Yamaha (7-6 // 31) RJ Hampshire, Hudson, Fla., Husqvarna (6-7 // 31) Malcolm Stewart, Haines City, Fla., Husqvarna (10-10 // 24) Valentin Guillod, Motier, Switzerland, Yamaha (14-8 // 22) Joey Savatgy, Thomasville, Ga., Honda (9-16 // 19) 450 Class Championship Standings (Race 3 of 11) Jett Lawrence, Landsborough, Queensland, Australia, Honda – 145 Eli Tomac, Cortez, Colo., Yamaha – 120 Aaron Plessinger, Hamilton, Ohio, KTM – 118 Justin Cooper, Cold Spring Harbor, N.Y., Yamaha – 113 Hunter Lawrence, Landsborough, Queensland, Australia, Honda – 109 RJ Hampshire, Hudson, Fla., Husqvarna – 87 Cooper Webb, Newport, N.C., Yamaha – 76 Jorge Prado, Lugo, Galicia, Spain, Kawasaki – 72 Jason Anderson, Edgewood, N.M., Kawasaki – 69 Joey Savatgy, Thomasville, Ga., Honda – 68 450SMX Regular Season Standings (Round 20 of 28) Cooper Webb, Newport, N.C., Yamaha – 441 Justin Cooper, Cold Spring Harbor, N.Y., Yamaha – 394 Aaron Plessinger, Hamilton, Ohio, KTM – 373 Chase Sexton, La Moille, Ill., KTM – 363 Malcolm Stewart, Haines City, Fla., Husqvarna – 337 Ken Roczen, Mattstedt, Germany, Suzuki – 271 Joey Savatgy, Thomasville, Ga., Honda – 221 Jason Anderson, Edgewood, N.M., Kawasaki – 220 Jett Lawrence, Landsborough, Queensland, Australia, Honda – 216 Eli Tomac, Cortez, Colo., Yamaha – 200 250 Class Moto 1 The first moto began with the fastest qualifier, Hymas, leading the way to the Pro Motocross Holeshot, followed by Red Bull KTM Factory Racing’s Tom Vialle and Monster Energy Yamaha Star Racing’s Haiden Deegan, the defending champion and points leader. As Hymas took advantage of the clear track to establish a gap on the field, Deegan went to work on Vialle and made the move for second. The lead duo soon settled into their respective positions while Vialle went down while running third and lost two positions, moving Triumph Factory Racing’s Mikkel Haarup into third and Monster Energy Pro Circuit Kawasaki’s Ty Masterpool into fourth. This pair then engaged in a battle for third, from which Masterpool was able to move into podium position. Back up front, the gap between Hymas and Deegan started to shrink as the moto entered its final 10 minutes, with Deegan logging the fastest laps on the track. The Yamaha rider continued to inch closer, but as he did his motorcycle appeared to encounter issues. Messages from his mechanic via the pit board confirmed the concern as Deegan was instructed to focus on saving his Yamaha. That ended the battle for the lead as Hymas pulled away in the closing stages and took a wire-to-wire moto win by 45.6 seconds over Deegan, who nursed the bike home in second, while Monster Energy Pro Circuit Kawasaki’s Garrett Marchbanks made a torrid charge over the second half of the moto to finish third. Masterpool was fourth, with his rookie teammate Drew Adams fifth. Chance Hymas led the way every time the 250 Class took to the track at Thunder Valley. Photo Credit: MX Sports Pro Racing, Inc. Moto 2 The final moto of the afternoon saw Hymas sweep the Pro Motocross Holeshots for the day, fending off Deegan, who was passed by Vialle for second. A few moments later, the Frenchman bobbled and gave the position back to Deegan. After the first couple laps, the top three settled in while Team Honda HRC Progressive’s Jo Shimoda slotted into fourth. Hymas was able to establish a multi-second lead early on and proceeded to manage that advantage through the opening 10 minutes. Soon enough, Hymas and Deegan were more than 10 seconds clear of Vialle in third and Shimoda in fourth, which set the stage for a head-to-head battle for the win between the budding rivals. Meanwhile, the battle for third saw Shimoda get the better of Vialle to move into a podium spot. As the moto entered its final 10 minutes Deegan made a push to try and close the gap to Hymas and made some inroads before going down. He remounted quickly, without losing a position, but dropped more than eight seconds behind. Further back, Vialle lost another position to Monster Energy Pro Circuit Kawasaki’s Levi Kitchen, who continued his late-race charge onto Shimoda’s rear fender to initiate a battle for third in the closing laps. Shimoda held him off initially, but Kitchen’s persistence paid off with two laps to go. Hymas wrapped up a perfect afternoon with another wire-to-wire moto win, 11.1 seconds ahead of Deegan. Kitchen finished more than 43 seconds behind in third. Haiden Deegan’s undefeated streak came to an end, but he showed championship-level resiliency amidst some adversity in a runner-up effort. Photo Credit: MX Sports Pro Racing, Inc. Overall Hymas’ dominant effort showed his blossoming progress as a pro and resulted in the second win of his career at the venue where he enjoyed a breakthrough outing one year prior. While Deegan’s undefeated start to the season came to an end, he minimized the damage with a runner-up effort (2-2). Kitchen’s incredible charge in the final moto was enough to place him third (8-3) for the second week in a row. Deegan added more to his lead in the championship standings, which now sits at 25 points, a full moto over Shimoda. With the win, Hymas vaulted six positions into third, 49 points out of the lead. The overall SMX regular season standings have Deegan firmly in control of the top seed after 20 rounds, holding an 83-point lead over Jo Shimoda with eight rounds remaining. Shimoda sits 12 points ahead of the current third seed, Red Bull KTM Factory Racing’s Julien Beaumer. Levi Kitchen worked his way through a lot of riders in order to secure his second straight third-place finish. Photo Credit: MX Sports Pro Racing, Inc. 1st Place: Chance Hymas, Team Honda HRC Progressive (1-1) “Today was a perfect day. I was fastest in both qualifying sessions, led every lap in both motos, and got both holeshots. I really could not have asked for a better day. I’m so happy to finally get the monkey off my back and have a day like this.” 2nd Place: Haiden Deegan, Monster Energy Yamaha Star Racing (2-2) “It took me a while to find my flow today, which is fine. If 2-2 is a bad day for me then I’ll take it. We faced some adversity but overcame it and I’m really proud with how the team and I responded.” 3rd Place: Levi Kitchen, Monster Energy Pro Circuit Kawasaki (8-3) “I was in a dogfight the whole day. I got a bad start in the first moto and fell. The second moto went better. My fitness is good and I feel great right now. I just need to start up front with everyone else in order to have a shot [at a win].” 250 Class Overall Results (Moto Finishes // Points) Chance Hymas, Pocatello, Idaho, Honda (1-1 // 50) Haiden Deegan, Temecula, Calif., Yamaha (2-2 // 44) Levi Kitchen, Washougal, Wash., Kawasaki (8-3 // 34) Tom Vialle, Avignon, France, KTM (6-5 // 33) Jo Shimoda, Suzuka, Japan, Honda (9-4 // 31) Casey Cochran, Portsmouth, Va., GASGAS (13-6 // 25) Dilan Schwartz, Alpine, Calif., Yamaha (10-9 // 25) Mikkel Haarup, Silkeborg, Denmark, Triumph (7-12 // 25) Ty Masterpool, Fallon, Nev., Kawasaki (4-15 // 25) Maximus Vohland, Sacramento, Calif., Yamaha (12-8 // 24) 250 Class Championship Standings (Race 3 of 11) Haiden Deegan, Temecula, Calif., Yamaha – 144 Jo Shimoda, Suzuka, Japan, Honda – 119 Chance Hymas, Pocatello, Idaho, Honda – 95 Levi Kitchen, Washougal, Wash., Kawasaki – 86 Tom Vialle, Avignon, France, KTM – 85 Garrett Marchbanks, Coalville, Utah, Kawasaki – 85 Julien Beaumer, Lake Havasu City, Ariz., KTM – 81 Ty Masterpool, Fallon, Nev., Kawasaki – 71 Maximus Vohland, Sacramento, Calif., Yamaha – 65 Casey Cochran, Portsmouth, Va., GASGAS – 64 250SMX Regular Season Standings (Round 20 of 28) 1. Haiden Deegan, Temecula, Calif., Yamaha – 365 2. Jo Shimoda, Suzuka, Japan, Honda – 282 3. Julien Beaumer, Lake Havasu City, Ariz., KTM – 270 4. Tom Vialle, Avignon, France, KTM – 265 5. Garrett Marchbanks, Coalville, Utah, Kawasaki – 230 6. Chance Hymas, Pocatello, Idaho, Honda – 225 7. Seth Hammaker, Bainbridge, Pa., Kawasaki – 222 8. Michael Mosiman, Sebastopol, Calif., Yamaha – 193 9. Maximus Vohland, Sacramento, Calif., Yamaha – 185 10. Jordon Smith, Belmont, N.C., Triumph – 182 The 2025 Pro Motocross Championship will continue next Saturday, June 14, with the first east coast race of the summer, where Round 21 of the SMX regular season will continue the sport’s own Father’s Day tradition from Pennsylvania’s High Point Raceway. The 48th annual UFO Plast High Point National will be showcased live in its entirety exclusively on Peacock. Coverage will begin with Race Day Live at 7 a.m. PT / 10 a.m. ET, followed by uninterrupted coverage of the motos at 10 a.m. PT / 1 p.m. ET. The post AMA NATIONAL MOTOCROSS CHAMPIONSHIP: ROUND 3 RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Joe from Kove USA brought down a pilot production Kove 450MX for us to check out last week. Kove has us impressed so far. The 450 Rally is a truly great motorcycle and the motocross version is a generation further ahead. Kove 450MX The factory offered the U.S. a standard edition as well as a Factory Edition of the 450. The U.S. staff said they only wanted the Factory Edition; it came stock with a KYB fork, a titanium exhaust and a number of other upgrades. The price is still only $7999. The motor in the Kove 450 MX is said to produce around 60 horsepower. Kove is expanding its off-road offerings. The 250 MX shown here will receive a number of off-road accessories as well as softer suspension and be repurposed as an off-road bike. The price will be $5999. A second generation 250 MX is in the works. It is said to be 17 pounds lighter and produce 42 horsepower. It will have a price of $6999. HONDA F BIKES Honda already revealed all its “R” competition bikes. Click here to see the 2026 Hondas shown last week. There are no big changes in store for the coming year, but we’re okay with that. We would rather see the prices go unchanged, and for the most part, they have. The CRF “F” or “Family” models came out next. Here are the prices and availability dates. 2026 CRF50F Color: Red MSRP: $1,899 Available: July 2026 CRF110F Color: Red MSRP: $2,799 Available: October 2026 CRF125F Color: Red MSRP CRF125F: $3,599 CRF125F Big Wheel: $3,999 Available: October GIANT LOOP RALLY Jason McCune on the Giant Loop T7. Last weekend I got to attend the 14th annual Giant Loop Adventure Rally at Crane Hot Springs in Oregon. What a cool event! On day one I knocked out about 110 miles of two-track on a new Suzuki DR-Z4S. The organizers offer dozens of GPS tracks for you to choose from. This isn’t a dog-and-pony parade like others I have attended. You get to break out on your own. They still have paramedics on standby and there are a number of seminars and classes to attend. On day two I did a shorter ride and then went spelunking. Yes, that’s right; I went cave exploring at the nearby Malheur cavern. You walk down about 1000 feet before you have to get on a raft to explore the next 2000 feet. eventually the water level rises to the ceiling and you can go no farther. A local chapter of Free Masons runs tours on weekends. Tuesdays they have dancing and beer, and Wednesdays they plot a world government takeover. Just kidding. There’s no beer. There aren’t too many ADV rallies where spelunking is on the agenda. RANDOM HARD DRIVE SEARCH I confess. At times I have been hard on test bikes. This photo popped up recently. It was shot in the parking lot of the Hi-Torque office around 1997. I had been doing a four-stroke shootout on a very hot day and the Suzuki DR350 literally burst into flames. It wasn’t the bike’s fault; it had collected dry brush around the head pipe as a result of my unauthorized trail blazing. Foof! It took two-or three air drops of Phos Chek to contain the resulting brush fire. They say each one of those drops costs $30,000. The county pursued me for a few years before they gave up any attempt at collection. They apparently discovered how much money I made. See you next time! –Ron Lawson The post MORE 2026 MODELS REVEALED: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TF450RC – WHAT WOULD WE CHANGE? https://youtu.be/trpL0tWFxMg The post 5 THINGS WE WOULD CHANGE ON THE TRIUMPH TF450RC appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

VLOG 34…HERE’S WHAT WE’VE BEEN UP TO! ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post PROJECT HONDA PLUS ULTRA RARE FANTIC 300 TWO STROKE! – DIRT BIKE VLOG 34 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Beta dual-sport bikes are back! Beta has officially announced its 2026 RS models after skipping the 2025 model year completely. The new bikes will features beefier frames and are fully compliant with all requirements across 50 states. The official press release from Beta follows. Four sizes will continue to be available in the RS line: 350, 390, 430 & 500. Introducing the all-new RS range, these 2026 models are the most off-road worthy dual sports on the market. These models are built on the RR X-Pro platform and share the same bodywork. They are competitive on/off-road while street legal items have been added to meet current EPA regulations without sacrificing the Beta trademark “Rideability”. This enables the rider to connect trails for even more riding and fun. The RS front fork has an adjustable preload setting that is designed for riders who carry a large amount of fuel. The front fork preload can be reduced without the use of tools to allow for a softer ride as the fuel is being used and the overall weight decreases. The air filter can be serviced with no tools required. A push-button seat removal system along with a large left-hand side panel, allows for an easy quick change. This system has been on all full-size Beta models since 2010. The slimness of the RS adds to the light feeling of the range, which gives the rider confidence due to the agile feeling. The 2026 4-Stroke RS models are offered in four different engine sizes, each with their own personality; 350, 390, 430, and 500. The 350 and 390 are the most nimble feeling, both offer a lightweight feel, the 350 has an engine that likes to be revved up a little more, while the 390 offers additional torque. The 430 has the same “rev” feel as the 350 but with more overall horsepower and torque. The 500 is the best-selling of all the models, offering riders a very user-friendly engine with plenty of torque and a lighter-than-expected feel while riding. New Features for 2026: » New main frame with larger backbone tube that reduces flex and gives the bike a more stable feeling. » Xtrig Flexfix elastomer handlebar mounts reduce vibration » New rear brake master cylinder, larger volume » New tires provide longer life for all-around dual sporting while being quieter on the highways. » New rear muffler with removable spark arrestor » All new plastics, straight from the new X-Pro models provide a slimmer profile. » Traction Control and Map Switch are now integrated into the handlebar pad Standard Features: » Four-stroke, twin cam, dual injection EFI w/electric start » EFI – Twin Injector, four-valve engine » 48mm ZF open cartridge fork with adjustable preload, compression, and rebound » ZF rear shock with adjustable hi/low-speed compression and rebound » Durable o-ring drive chain » Cooling fan kit » Fold down mirrors that can be moved downward while trail riding off-road » LED headlight unit » Skid plate and frame guards » Rear suspension linkage » Translucent fuel tank » Hydraulic clutch » 50-state street legal » Trail Tech Voyager GPS Unit These RS models include the Trail Tech Voyager GPS unit that provides riders with a full-featured GPS that allows the ability to upload and download riding routes. Features of the Voyager GPS include: » Total miles with trip meter » Speedometer with tachometer » Engine running temperature » Outside temperature » Battery voltmeter Availability: July Prices TBA Beta USA recommends that customers interested in purchasing a new RS model leave a deposit at their local Beta dealer to reserve their new RS, as the first production typically sells out quickly. The post BETA SKIPS 2025, OFFERS 2026 DUAL-SPORT BIKES EARLY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

FMF KTM Factory Racing Lander’s Grant Davis continues to make history at the Parts Unlimited Mason-Dixon GNCC in Mount Morris, Pennsylvania winning his second overall of the year from the XC-2 (Second Line). After rain fell early in the weekend, conditions seemed to tack up throughout the course by Sunday afternoon at Round 8 of the Progressive Grand National Cross Country (GNCC Racing) Series presented by Specialized, an AMA National Championship, which seemed to create a rough and tiresome racetrack as the world’s fastest off-road racers lined up. Grant Davis came through to take his second-straight overall win of the season.Mack Faint After taking he win two weeks ago, Davis kept the momentum rolling into Pennsylvania as he battled through from the second row in the XC2 250 Pro class to earn his second overall win of the season. Davis now holds the lead in the overall points standings as the series heads to Snowshoe at the end of June. FMF KTM Factory Racing’s Benjamin Kelley didn’t get off to a great start, having to work his way to the front from a seventh place start on the opening lap. Once Kelley was up front though, he would continue to push his way through the course trying to place enough of a gap over the XC2 competitors. However, a last lap crash saw Kelley lose those couple of seconds as he came through the finish to earn his fifth XC1 Open Pro class win of the season, and second overall. Ben Kelley battled through to take the XC1 Open Pro class win, and second overall on the day.Mack Faint Rounding out the top three overall finishers of the day was Rocky Mountain Red Bear Kawasaki Team Green’s Steward Baylor as he came through second in the XC1 Open Pro class. Baylor would work his way up front after a fifth place start on lap one. As the race wore on Baylor would continue to push himself trying to close the gap between himself and Kelley. Unfortunately, Baylor was unable to catch Kelley and would finish second in class and third overall on the day. XC2 competitors, FMF KTM Factory Racing Lander’s Angus Riordan and Phoenix Racing Honda’s Cody Barnes would once again battle for a better overall and class podium positions. Riordan and Barnes would battle back-and-forth throughout the whole race, with Riordan being able to hold off Barnes to grab second in XC2 and fourth overall. Barnes would be right behind Riordan to finish third in XC2 and fifth overall on the day. Coming through sixth overall and third in the XC1 class was Flatrock Motorclub GASGAS Factory Racing’s Jordan Ashburn. As the race got underway, Ashburn would have his work cut out for him as he had to work his way through from an eighth place start. Ashburn would continue to push throughout the race, making the necessary passes to round out the XC1 podium. Steward Baylor earned third overall and second in XC1 at round eight.Mack Faint AmPro Yamaha’s Liam Draper would hold the lead for the first two laps of the race but unfortunately fell back to third and then fourth by the time the checkered flag flew, earning seventh overall and fourth in class. After running second early in the race, Enduro Engineering Triumph Racing’s Ricky Russell would come through to cross the line fifth in class and eighth overall on the day. Finishing ninth overall, sixth in XC1, was Phoenix Racing Honda’s Mike Witkowski. Throughout the duration of the race, Witkowski would have a consistent flow going through the Pennsylvania and West Virginia terrain at the Mason-Dixon GNCC. Rocky Mountain Red Bear Kawasaki Team Green’s Josh Toth would come through to round out the top 10 overall finishers on the day, while also earning fourth in XC2. Unfortunately for Lyndon Snodgrass after earning the $250 Landers KTM he would suffer a mechanical issue after completing three laps. James Jenkins earned the XC3 125 Pro-Am holeshot and class win in Pennsylvania.Mack Faint Coming through to take the XC3 125 Pro-Am class win was Marionville Powersports/Hinson/Fly Racing’s James Jenkins who also earned himself the $100 Lojak Cycle Sales XC3 Holeshot Award. Jenkins would battle through to make a last lap pass and overtake the lead once again to take the win. Bonecutter Off-Road/GASGAS-backed racer Jonathan Johnson would battle back-and-forth with Jenkins for first, but he would ultimately come through to finish second in the class. Jayson Crawford came back from starting fifth in the class to round out the top three on the podium at round eight. Taking the Parts Unlimited Mason-Dixon GNCC Top Amateur honors was Joseph Cunningham as he finished 16th overall on the day, while taking home his sixth 250 A class win of the season. Chase Landers would finish 17th overall on the day, and second in the 250 A class, as he sat second on the Top Amateur podium on the day. Third place in the 250 A class went to Gavin Simon and third Top Amateur honors as he finished 19th overall. Colton McQuarrie earned the AM Overall bike race win.Mack Faint Korie Steede grabbed the WXC class win at the Parts Unlimited Mason-Dixon GNCC.Mack Faint In the AM Bike race, it was Ethan Harwell physically coming through timing and scoring first in the Sportsman A class. However, Colton McQuarrie continued to battle through to be awarded the AM Overall win as he was the first finisher in a national points paying class. McQuarrie would finish first in the 150 B Schoolboy (12-17) class at the Parts Unlimited Mason-Dixon. After earning the $100 Landers KTM WXC Holeshot Award, Rockstar Energy Factory Husqvarna Racing’s Korie Steede continued to push her way through the Mason-Dixon line terrain. Steede would lead from start to finish, earning herself the WXC class win and second overall in the race. Rocky Mountain Red Bear Kawasaki Team Green’s Rachael Archer made her way into second in the WXC class early on in the race, but she would be unable to make a push for the win at round eight. Archer would cross the line five seconds behind Steede for second in class and third overall on the day. AmPro Yamaha’s Danielle McDonald held onto third place in the WXC class for the duration of the race, earning her third WXC podium finish of the season. Travis Lentz returned after injury to claim another Youth Bike Overall win.Mack Faint After missing one round due to injury, Travis Lentz picked up where he left off in the Youth Bike race as he battled through to take the overall and YXC1 Super Mini Sr. (14-15) class win at the Mason-Dixon GNCC. Ace Tokar would finish second overall and earn himself the YXC2 Super Mini Jr. (12-13) class win at round eight. Hunter Hawkinberry took second in the YXC2 class, while also crossing the line to finish third overall in the Youth Bike race. Kamden Krause and Grant Meacham would round out the top three YXC1 class finishers on the day, while Bentley Saxon finished third in the YXC2 class. Other winners on the day included Hunter Carey in the 85 Big Wheel (14-15) class, Caleb Johnson in the 85 Big Wheel (11-13) class, Evan Porter in the 85 (12-13) class, Colt Chaney in the 85 (11) class, Brinn Buly in the 85 (7-10) class, Todd Toland in the 65 (10-11) class, Kane Morrison in the 65 (9) class, Cash Knecht in the 64 (7-8) class, Jayden Shea in the Girls Super Mini (12-16) class, Paisley Harris in the Girls 85 (7-13) class, Aubrey Tsakanikas in the Girls 65 (7-11) class and Nathan Cygnarowicz in the Trail Rider (7-15) class. On Saturday, Kane Morrison earned the Bike Micro Overall win.Mack Faint On Saturday, the Bike Micro race also had some of the slickest conditions of the day, but Kane Morrsion would power through all those conditions to take his seventh overall and MXC1 (8-9) class win of the season. Morrison would also be close to lapping the entire Micro field as he and second place finisher, Daxton Mullins, were the only two racers to complete all 10 laps. Mullins would come through to take second overall and in the MXC1 class, while Josh Erny rounded out the top three overall and MXC1 class finishers on the day. Kash Brummage earned the MXC2 (6-8) class win, with Ryder Baricska and Tank Laws rounding out the top three finishers in the class. Braddox Hall took the 50 Sr. 1 (7) class win, Weston Sanders earned the 50 Sr. 2 (6) class win, Jacobi Duvall earned the 50 Jr. 1 (6-7) class win while Kane Gasper earned the 50 Jr. 2 (4-5) class win. Tessa Looney took home the Micro-E1 (7-8) class win, Nathan Zhang earned the Micro-E2 (4-6) class win, Weston Rose earned the Micro (4-6) Shaft Drive class and Jamison Dodson took the Trail Rider (7-9) class win. XC1 Open Pro Top Three Finishers: Ben Kelley (center), Steward Baylor (right) and Jordan Ashburn (left).Mack Faint After a two-week hiatus, the series will return for the Yamaha Racing Snowshoe GNCC on June 20-22, 2025. This will be the last remaining round before the series heads into its summer break. After Snowshoe, the series will look to return in the fall for the final four races of the season. Parts Unlimited Mason-Dixon Top Three Overall: Grant Davis (center), Ben Kelley (left) and Steward Baylor (right).Mack Faint Parts Unlimited Mason-Dixon GNCC Mount Morris, Pennsylvania Round 8 of 13 Sunday, June 1, 2025 Overall Event Results: Grant Davis (KTM) Benjamin Kelley (KTM) Steward Baylor (KAW) Angus Riordan (KTM) Cody Barnes (HON) Jordan Ashburn (GAS) Liam Draper (YAM) Ricky Russell (TRI) Michael Witkowski (HON) Joshua Toth (KAW) *Overall National Championship Standings: Grant Davis (177) Benjamin Kelley (173) Angus Riordan (140) Cody Barnes (121) Steward Baylor (114) Liam Draper (114) Kailub Russell (96) Craig Delong (85) Michael Witkowski (84) Joshua Toth (76) *Indicates that the Overall National Championship Standings will determine the 2025 National Champion. XC1 Open Pro Event Results: Benjamin Kelley (KTM) Steward Baylor (KAW) Jordan Ashburn (GAS) Liam Draper (YAM) Ricky Russell (TRI) Michael Witkowski (HON) Thad Duvall (KTM) Kailub Russell (YAM) Craig Delong (HQV) Josh Strang (BET) XC2 250 Pro Event Results: Grant Davis (KTM) Angus Riordan (KTM) Cody Barnes (HON) Joshua Toth (KAW) Brody Johnson (HON) Jhak Walker (BET) Trevor Maley (KTM) Michael Delosa (YAM) Nicholas DeFeo (KAW) Jason Lipscomb (YAM) XC2 250 Pro Championship Standings: Grant Davis (219) Angus Riordan (193) Cody Barnes (175) Nicholas DeFeo (132) Joshua Toth (130) Brody Johnson (115) Jhak Walker (90) Hunter Bush (89) Michael Delosa (80) Toby Cleveland (71) The post 2025 MASON-DIXON GNCC RACE REPORT : GRANT DAVIS DOES IT AGAIN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Sherco has released photos for its 2026 SE300 and SE250 two-stroke models. The bikes will again feature electronic power valves and Keihin 36mm PWK carburetors. Suspension is by KYB and brakes are Brembo. They will also feature hydraulic clutches and six-speed gearboxes. Like the four-stroke models announced last month, the changes for 2026 will strictly be cosmetic. Pricing has not yet been announced, but we understand that a container of 2026 models is already on the water headed stateside. DATA SHEET 250SE/300SE Motor: Single-cylinder 2-stroke engine with Electronic control valve and booster Displacement: 249cc/293cc Bore and stroke: 66.40 x 72.0 mm/72.0 x 72.0 mm Fuel supply: Keihin PWK 36 carburetor Cooling: Liquid cooling with forced circulation Starting: Electric starter Battery: BS Battery 12V 140A Lithium Exhaust: Chromed exhaust pipe, aluminium silencer Transmission: 6-speed transmission Clutch: Hydraulic, multi-disc,oil bath Ignition: 220 W Alternator Chassis: Semi-perimetric high-strength chrome-molybdenum steel Fuel tank: 10 L capacity Brakes: Brembo hydraulic brakes, 260 mm Ø (front) – 220 mm Ø (rear) Front suspension: Closed cartridge KYB fork 48 mm Ø fork legs – 300 mm stroke Rear suspension: KYB 50 shock absorber 18 mm Ø – 330 mm stroke Front wheel: 1.60 x 21’’ black anodized Excel rim, Michelin Enduro Medium tire Rear wheel: 2.15 x 18’’ black anodized Excel rim, Michelin Enduro Medium tire Wheelbase: 1480 mm Ground clearance: 355 mm Saddle height: 950 mm The post SHERCO ANNOUNCES 2026 250 & 300 TWO-STROKES appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2025 Mason Dixon GNCC // XC2 Rider Grant Davis Wins Overall..AGAIN The 8th round of the 2025 GNCC series was in Mount Morris, PA, located across the street from the iconic High Point Raceway. Once again, the XC2 rider of Grant Davis captured the overall over the XC1 class with the XC1 rider of Ben Kelly taking second overall. 1st Overall: Grant Davis XC2 winner – interview 14:33 2nd Overall: Ben Kelley XC1 winner – interview 15:31 3rd Overall: Stu Baylor XC1 second – interview 17:07 GNCC Coverage Sponsors: FXR Racing: www.fxrracing.com D.I.D. Chains: www.didchain.com The post 2025 Mason Dixon GNCC // XC2 Rider Grant Davis Wins Overall..AGAIN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

GASGAS EX300 TWO STROKE ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post 2025 GASGAS EX300 TWO STROKE TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

For Suzuki, the arrival of a new dirt-oriented model is big news. This is, after all, a company that wears kickstarters like a badge of honor. The world press descended on Portland, Oregon three weeks ago for a massive introduction in the Tillamook State Forest. Suzuki was proud of the new DR-Z. This is more than an updated version of the old one with fuel injection to meet current emission standards. Every part is new, from the twin spark plug head to the perimeter frame. That’s me riding the new DR-Z4S in Oregon. But when you ride the bike, you still know where it came from. Despite the new technology, despite the redesigned parts, despite the infusion of electronics, this is a direct descent of the DR-Z400S, and its heritage shows through. The riding position feels more modern, the bike is slimmer and the seat/tank junction is less abrupt. But, the handling and power delivery are classic DR-Z. That’s not so bad. Suzuki says it makes 37.5 horsepower at 8000 rpm which sounds about right and that’s how we remember the original. There’s a big difference in how far that power carries, though. This one keeps on revving on top and the torque starts much earlier down low. The DR-Z4S sells for $8999. The biggest single handicap for the previous version was that CV carburetor. It had a floating slide that would bounce up and down in the rough stuff making the bike hiccup and stutter. This one has none of that. It’s clean from bottom to top. And down low it has none of the herky-jerky throttle response that’s typical of bikes that were retrofitted with fuel-injection. The DR-Z4S rolls on smoothly down low and doesn’t stall. That last point is important because first gear is very tall. Suzuki didn’t do anyone any favors by keeping the five-speed gearbox. First is high and fifth is low. In Oregon the trail was absolutely beautiful. There were cool little creeks and every shade of green that you can think of. It was a little dry and rocky, though. It made for a good opportunity to test the Suzuki Ride Mode selector. Between Modes A, B and C, A is said to be the most aggressive. We found it worked better for everything we did. Modes B and C might be appropriate for a true beginner or someone who is new to the dirt. Suzuki’s Traction Control System, on the other hand, offers something very useful that no other dual-sport bike has. Gravel mode. That’s one of the three levels. Modes one and two are mainly for the street or for riding in the rain, but Mode G is surprisingly useful. When you try to drift the rear wheel on a loose rocky road, it lets you kick out the rear end just a little. And, when it starts to go too far, the power is gently rolled back. This isn’t one of those drastic throttle chops that we have seen on so many adventure bikes. The IRC Trail Winner tires are very street-oriented. As far as overall handling goes, the DR-Z4S is a little handcuffed by the tires. The IRC Trail Winner tires are very street-oriented. When you couple that with a bike that weighs over 300 pounds, there’s only so much you can do. Having said that, the DR-Z4S could still manage a pretty impressive clip in the tight stuff. You can read the full test of the DR-Z4S in the August, 2025 print edition of Dirt Bike. DR-Z HISTORY Mike Kiedrowski had no trouble getting good starts on the DR-Z. The Suzuki DR-Z400S was a good investment. In its first year of production, it sold for $5349. For the next 25 years, the only thing that changed about the DR-Z was the price. Riders could, in theory, get a new DR-Z each year with the resale money from the previous one. Right from the start, it was designed to be a trail bike and, in its “S” configuration, a dual-sport, not a competition bike. Racers had other ideals The Yoshimura Suzuki Off-Road team built some very fast racers. With Mike Kiedrowski, the DRZ captured the 2002 and 2002 WORCS championships. When the Suzuki RM-Z450 arrived, the racing career for the DR-Z was officially over. The off-road version of the bike vanished, leaving the dual-sport DR-Z400S in a more easily understood role. It finally got to be what it was meant to be; the dual-sport bike to have if you didn’t want to go racing. That’s a role that Suzuki knew well, where the company had been a player since the inception of the street-legal off road bike. Here’s the path that the new DR-Z4S took to arrive here today. Mike Kiedrowski Mike Kiedrowski scarcely retired from motocross when Team Suzuki’s Off-road Manager Mike Webb made him an offer he couldn’t refuse. The result was two consecutive WORCS championships on the DR-Z400. 1969 Suzuki TS250 Savage Yamaha is entitled to the credit it gets for the 1968 DT-1, which is the grandfather of today’s dual-sport category. In 1969, however, the Suzuki TS250 Savage arrived. Cycle Magazine compared all the 250s of the day and declared the Suzuki the best. Prior to 1977 Suzuki made only two-strokes. The first four-stroke dual-sport bike was the 1978 SP370. Suzuki DR350 In 1990, Suzuki unveiled the air-cooled DR350 and DR250. Both were available as full-time dirt bikes as well as dual-sport bikes. Randy Hawkins agreed to ride a modified DR350 in the ISDE that year and struggled. It was decidedly outside of the bike’s comfort zone. Team Dirt Bike’s DR-Z440 When the first DR-Z400 arrived, Dirt Bike Magazine test rider Mark Tilley campaigned a modified DR-Z440 in the AMA Four-Stroke Championship. He liked it until he rode his first YZ400F. Suzuki DR-Z250 For a short time, the DR-Z family included a DR-Z250. The DR-Z was red meat for the aftermarket. Gary Jones worked at White Brothers in the glory years of the DR-Z. See you next week! –Ron Lawson The post RIDING THE NEW SUZUKI DR-Z4S: THE WRAP appeared first on Dirt Bike Magazine. 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RIEJU MR PRO 300i TWO STROKE https://youtu.be/yg2LeKsPNhg The post 2025 RIEJU MR PRO 300i TWO STROKE VIDEO TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

GASGAS EX300 TWO STROKE https://youtu.be/wt2VPrFKNmM The post 2025 GASGAS EX300 TWO STROKE TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TESTING BIKES AND HAVING FUN! ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post NEW BIKES AND OFF-ROAD TESTING – DIRT BIKE VLOG 33 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Eli Tomac, Jett Lawrence, Jason Anderson, Justin Barcia, Jeremy Martin, Jorge Prado… they’re all back in the saddle for one of the biggest comeback races we’ve seen. The gate is stacked for the start of the 2025 Pro Motocross Nationals at Fox Raceway in Pala, California. Qualifying has finished with Jett Lawrence topping the 450 overall field ahead of Chase Sexton and Eli Tomac. Lawrence the only one to break into the 2:14’s. Justin Cooper and Hunter Lawrence’s rounded out the top five. Jett Lawrence is back! So are Eli Tomac, Jason Anderson, Jeremy Martin, Justin Barcia, and many more. In the 250 field, Chance Hymas led the field, with nearly a second and a half over Haiden Deegan. Julien Beaumer, Garrett Marchbanks and Levi Kitchen are stacked up right behind the defending champion. 450 QUALIFYING – COMBINED OVERALL: 1. Jett Lawrence 2:14.379 2. Chase Sexton 2:15.633 3. Eli Tomac 2:15.986 4. Justin Cooper 2:16.616 5. Hunter Lawrence 2:17.218 6. RJ Hampshire 2:17.486 7. Aaron Plessinger 2:18.401 8. Jorge Prado 2:18.794 9. Jason Anderson 2:19.532 10. Derek Drake 2:19.561 11. Joey Savatgy 2:19.945 12. Cooper Webb 2:19.986 13. Malcolm Stewart 2:21:150 14. Cory Schock 2:21.275 15. Benoit Paturel 2:21.641 16. Valentin Guillod 2:21.641 17. Bryce Shelly 2:21.668 18. Nicholas Lapucci 2:22.008 19. Harri Kullas 2:22.348 20. Colt Nichols 2:22.533 250 QUALIFYING – COMBINED OVERALL 1. Chance Hymas 2:16.952 2. Hayden Deegan 2:18.592 3. Julien Beaumer 2:18.623 4. Garrett Marchbanks 2:18.635 5. Levi Kitchen 2:18.830 6. Seth Hammaker 2:18.879 7. Casey Cochran 2:19.104 8. Drew Adams 2:19.265 9. Jo Shimoda 2:19.288 10. Ty Masterpool 2:19486 11. Tom Vialle 2:19.531 12. Austin Forkner 2:19.753 13. Ryder DiFrancesco 2:19.876 14. Michael Mossiman 2:20.233 15. Mikkel Haarup 2:20.674 16. Jordon Smith 2:20.988 17. Maximus Vohland 2:21.014 18. Parker Ross 2:21.338 19. Nate Thrasher 2:21468 20. Alexander Fedortsov 2:21.518 The post FOX RACEWAY MOTOCROSS NATIONAL 2025 RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Last fall I had the adventure of a lifetime. Royal Enfield invited me to ride the Moto Himalaya Mustang, which took me from Kathmandu in Nepal to the border of China, high in the Himalayan mountains. The full story appeared in the March Dual-Sport/Adventure Bike Buyer’s Guide. Now, Royal Enfield’s 2025 adventures are scheduled and taking sign-ups. You can check them out at Royal Enfield’s website. In case you missed it, here’s the original story. Every foot came with a hefty price tag. The traction wasn’t actually that bad considering I had street tires and a 400-pound motorcycle. But, when I got to the point where I was spinning at full throttle in second gear with no perceptible progress, it was time to surrender. I wouldn’t get any higher unless I got off and pushed, and that would have reduced my blood oxygen level to zero. I looked over at DJ. He had come to a stop at roughly the same level, so I side-hilled my way to him. “How high?” I wheezed. “According to this, 15,590 feet,” he replied, looking at his watch. It was higher than either of us had ever been. The weird part was that we were in a valley looking up at peaks that were at least 10,000 feet higher. In the distance was the Dhaulagiri, the seventh-highest peak in the world. In the other direction we could see a bit of the Tibetan Plateau, and a little to the left were peaks in China. “That will have to do.” The region of Mustang in Nepal has only recently been opened to tourism. It is literally on the other side of the earth. THIN AIR AND ANCIENT PATHS It was day six of the Moto Himalaya Mustang tour in Nepal. Seven days earlier, I couldn’t have told you anything about Nepal. I didn’t know what language they spoke (Nepali, by the way), what side of the road they drove on (left) or even what hemisphere it was in (Northern). I did know that Mount Everest was there, but that’s all. The Moto Himalaya Mustang is an annual 10-day motorcycle tour sponsored by Royal Enfield that is open to anyone who signs up. It starts in the capital city of Kathmandu, which sits in the country’s central valley at 4600 feet. Then it goes down. The city of Pokhara comes on day two at only 2700 feet. From there, you get a glimpse of things to come—jagged snow-capped peaks on all sides. Everest, as it turns out, isn’t one of them. That lies about 200 miles to the east. For this particular ride, we were going west to the walled city of Lo Manthang in the ancient kingdom of Mustang. In Lo Manthang, they have a language all their own, which has more in common with Tibetan than Nepali. Our guides were from India and Nepal, and even they didn’t speak the local language. How did we all communicate? English. Here’s how it all came about: Royal Enfield is a large motorcycle company that produces bikes mostly for the domestic Indian market. It is, technically, the oldest motorcycle company in the world, with continuous production since 1901. Outside of India, though, Enfield has traditionally been relegated to the retro bike market, with motorcycles and designs straight out of the ‘50s. Recently, that’s begun to change. The Royal Enfield Himalayan 450 is a newly introduced adventure bike that is as modern as anything on the market. That’s how I got there. It was my chance to test the Himalayan 450 in the very mountain range that provides its namesake. I’ve been lucky. In a preposterously long career, I’ve had opportunities to ride dirt bikes all over the world. At this point, I can’t even make an accurate list, but it includes six continents and virtually every country in the European Union. Nothing, and I mean nothing, compares to the adventure I experienced in Nepal. HOW HIGH WOULD YOU LIKE? It might have been possible to get a little higher than we did on day six, but it wasn’t necessary. We had better things to do. Our group consisted of about 10 riders plus several guides. There were two other Americans, one of whom was DJ Osborne who leads tours of his own out of Park City, Utah. Our leader was Pankaj Bishnoi; we called him “Prince.” We had been in Lo Manthang for a couple of days at that point, and Prince told us we were going to ride to the “golf course” as a short excursion. I imagined there was an actual golf course where jetsetters went to set record-breaking drives in the ultra-thin air. No, in actuality, it was just a flat, grassy area at the end of a high, rocky road. To get higher, there would be no more roads, and every foot would cost dearly. After the record attempt, we had no more fight left. We went cave exploring near the Chinese border that afternoon. Not that long ago, these caves were occupied by guerrillas who were opposed to the Chinese annexation of Tibet. This whole region had only recently settled down to the point where tourism was practical. Long before the squabbles with China, Mustang had been an independent monarchy with its own royal family. Lo Manthang was the capital, and at the center of that walled city was—and still is—a royal palace made of mud. On the other side of the city, there’s a Buddhist monastery where monks pray and chant, much as they did 600 years ago. Western civilization has yet to arrive in Mustang. There are no restaurant chains or grocery stores. They don’t even have gas stations. If you want petrol, you buy it in a jug from a small general store. Most of the region is actually supplied from the Chinese side of the border, which has more accessible roads. The roads on the Nepal side are a work in progress. Tourists to the area are mostly mountain climbers and hikers. The only commercial airport is Jomsom at almost 9000 feet, and from there it’s a seven-day walk to Lo Manthang. I can’t imagine that the hikers were thrilled that we did it in half a day. The Nepali government requires a fee and a permit to enter Mustang. Roads are in the process of construction, but western civilization has yet to make much of an impact. THE BOYS All of us thought we came to ride motorcycles. It turned out that motorcycles were secondary. It was all about being there. Nasuh Mahruki was a Turkish mountain climber with an unreal resume. Beyond several summits on Everest, he had climbed K2 without oxygen or any help from a sherpa. The only significant mountains he hadn’t climbed in his long professional career were the ones in Mustang. Travel in the region had been too restricted for too long. He came because it was a box he had to check, if not on foot then by motorcycle. Tobiasz and Piotrek were Polish YouTubers and probably the most skillful riders in the group, although DJ and Omar could hold their own, too. Karthik, Reed and Kingy had more experience on pavement than dirt. All of us quickly discovered that the most challenging riding had nothing to do with dirt roads, rocks or trails. It was traffic. When I think of traffic, I think of gridlocked freeways and lane splitting. In order to lane split, though, you need lanes. The escape from Kathmandu was an insane, chaotic flow of scooters, motorcycles, trucks and taxis. There were no lanes, no traffic lights and seemingly no rules. Keeping up with Prince was essential, but it was like the first turn of a National motocross, non-stop for five hours. Every intersection was a game of chicken. Riding on the left made it even more essential to follow the leader, but even that rule seemed to break down at times. From the very start I believed that the locals and even our guides were the most skillful motorcyclists on earth, simply because they survived all this on a regular basis. Most of the riding was on simple dirt roads connecting one village to another. As we got out of town, it seemed to settle down. There were rules, and Prince repeatedly admonished me for not knowing them. Don’t ride directly beside him. Don’t pass cars on the left. Don’t be timid about using your horn. And, whatever you do, don’t fall behind. When the pavement turned to dirt on day two, I began to feel more at home, but even then, traffic was a big factor. The roads were narrow and rough, and the other vehicles were mostly buses and trucks. For the average Nepali resident to travel to Mustang, it was an arduous five-day ordeal. You would book passage on one of these incredibly sketchy buses and pray that your driver was really good at his job. They showed incredible skill as they navigated mountain switchbacks that were so tight a Civic would have to perform a three-point turn. It seemed that virtually all the buses would break down at one point or another. They all carried their own spare parts. It was a common sight to see the driver changing a differential in the rain while all the passengers waited on board. It was kinda strange, but the farther we traveled into the most remote areas, the more comfortable I became. A 12,000-foot pass in the Himalayas doesn’t feel that different from riding in Nevada. It’s dirt, rocks and twisty roads. That’s the stuff I knew and understood. There was occasionally something from left field, though. There were several Indiana Jones-style swinging foot bridges over canyons and rivers. They were sturdy, but they were long. As far as I knew, it would be very difficult to fall off. But, you had plenty of time to think about it. At some point, you have to stop looking up and pay attention to what you’re doing. At 12,000 feet, you don’t want anything to go wrong. THE PEOPLE The region of Mustang is predominantly Buddhist. Monasteries and temples were common, and every summit had strings of prayer flags stretched across the road. The flags were always arranged in a specific order: blue, white, red, green, and yellow for sky, air, fire, water and earth. Every village had prayer wheels, which were cylinders mounted on spindles, unusually mounted in long rows. The faithful spin them (clockwise only) and recite a mantra. In Lo Manthang, I discovered the monks were approachable and highly intelligent. They are among the most educated and skilled people in the area. In the monasteries, they are taught language and crafts. I met one who had retired from his life in the monastery and now ran a small shop where he sold intricate paintings to the tourists who trickled through town. Both Buddhists and Hindus consider the Himalayas a source of power and enlightenment. It’s easy to understand how a place like this feeds spiritualism. It would be impossible to get up every morning surrounded by those incredible peaks and not be moved. They don’t look like any other mountains in the world. The tour spends three nights in the ancient walled city of Lo Manthang with short excursions in the local area.The tour spends three nights in the ancient walled city of Lo Manthang with short excursions in the local area. THE RIDE The trip back down the mountains along the Kali Gandaki River was fun. A big rainstorm washed away sections of the road, and there were long sections where you simply had to surf through running water. If any of the more street-oriented riders needed help, the Polish boys would spring into action and happily ride multiple bikes across to safety. DJ Osborne crosses one of the many suspension bridges. That extended beyond the riders in our group to the locals. Tobiasz must have ridden about 10 bikes through one washout. There were only a few moments throughout the trip where I would consider the terrain itself to be truly challenging. This trip was more about seeing things I had never seen and going places I had never been. Motorcycles were essential to that simply because there was no other way to do it. There’s no way on earth that I would set foot on one of those buses. In a car, the trip would take weeks. And while I admire the hikers and mountain climbers, that’s just not me. No, it had to be done by motorcycle. And, I would love to do it again. The only frustrating part is that next time, I won’t be able to do it for the first time. –Ron Lawson The post EXPLORING THE HIMALAYAS: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Beta has revealed a large portion if its 2026 model line. The X-Pro off-road bikes are on the way, scheduled to arrive in dealers starting in August. There are numerous updates starting including larger radiators, coolant recovery tanks, suspension refinement and a new front brake caliper. The 250 two-stroke motor was particularly targeted for updates. And, of special interest to riders out west, four-stroke X-Pro models are eligible for a California green sticker. The official press release from Beta follows: “Rideability”: a term that Beta USA founded in 2009, originated from the moto journalists while testing Beta’s different models, terms such as “I moved up a class”, and “It feels so planted” were common, so the marketing team decided to own the phrase Rideability. The 2026 Beta X-Pro models are the perfect example of this term. Riders of all levels appreciate the feeling that a Beta provides the rider, the overall balance of the frame and engine placement provides something that must be felt only through riding a Beta. It will not take riders long to understand how well balanced the X-Pro models really are. The Beta engineering team, based out of Florence, Italy, continued throughout the Winter and Spring to further enhance the range, making small improvements here and there that ultimately improve the feeling even over the prior year. With the new frame introduced on the 2025 models, X-PRO handling has been improved even more with the addition of the larger real axle, now 22mm in diameter, and a new front brake caliper, both adopted from the 450 RX model. These updates, along with new larger engine main bearings and a new second gear in the transmission on the 250 and 300 models, make for an improved platform overall. As always, the range is made up of 8 different models, each with its own personality, to cater to the needs of a very diverse spectrum of riders. There’s the perfect X-PRO for every rider. Beta USA suggests riders who would like to discover the different models to reach out to their local Beta dealer to see when they will be holding their Beta “POD” demo day so the different models can be ridden back-to-back. Important note to California Riders: All sizes of the 2026 4 Stroke X-Pro models will be approved for a California green sticker! 2026 RR X-Pro 4-Stroke Models Here is a summary of the main updates and features for the 2026 X-Pro range: For all models: » Frame: the adoption of a frame with increased main spar section (+ 1cm) – initially mounted on X-PRO My 25 models, returns for My 26, to keep the motorcycle’s overall weight distribution balanced while at the same time offering stability. The larger frame also provides the right amount of flex for excellent turning in and out of corners, which is needed for both single-track and Hard Enduro » Suspension: the new ZF suspension introduced on RR X-PRO in 2025, provides the rider with confidence along with a feeling of comfort. The seat height remains at 36.6”, providing the rider with a planted feeling in almost every situation, from amateur outings to track riding, or even in the most extreme conditions. » SHC (Single Hydraulic Chamber) fork: Introduced to optimize hydraulic operation and reduce the overall weight (by about 250g). The division of work between the right and left leg allows for greater control over all settings, with the right leg managing the elastic operation and the left leg dealing with hydraulics. Both forks and their functions have been updated. In particular, the spring guide was completely redesigned to improve the oil flow (required to lubricate the mechanical components), and prevent pressure increases at high speed that affected the component sliding performance. This resulted in a more linear response and predictable behavior, regardless of the type of obstacle encountered. This single-chamber design allows for the fork to respond in a “free” way, quicker than most forks, which provides a smoother ride overall. » Swingarm: the rear wheel axle diameter has been increased by 2mm, for a total of 22mm. This new component guarantees greater stiffness and torsional resistance, resulting in better performance when the rear wheel is flexing or in heavy turns. » Handlebar mounts: Xtrig Flexfix mount system provides an anti-vibration block in between the handlebar and the lower mount, which translates into vibration reduction. This system can also be fitted with optional inserts that are softer for a custom feeling for each rider. » Front recovery strap: to highlight the Extreme character of RR X-PRO, a new Beta-customized front tow strap – very useful for getting out of the most challenging situations – has been introduced. » Handlebar map switch: the map switch button, placed on the handlebar for the first time last year, is confirmed in the same position, just as in Beta’s MX models, inside the handlebar pad. » Nissin brake caliper: shared from the 2025 450 RX, the X-PRO models feature a new front brake caliper. Smaller, lighter, and more performing than its forerunner, it ensures a better feeling and modulation. » Radiators: to prevent any loss of reliability, even in the most extreme situations, the cooling system must always be in perfect operating condition. The new model years will feature new, sturdier radiators to prevent deformations and consequent reductions in the coolant flow. » Coolant Recovery Tank 200cc Coolant expansion tank prevents overheating by recovering lost coolant into the recovery tank, which will then refill radiators as the engine cools. » Battery: 4T models will have a new, lighter, more-performing battery, for safer starts under any usage conditions. » Graphics: the model’s bold personality wears a new full-red guise, with contrasting black graphics, for a modern and sporty contemporary style. » Taillight: X-PRO takes a further step in style, with the new LED taillight, more modern and sturdier than the previous model. Isoelastic Handlebar mounts to reduce vibration Coolant Recovery Tank Front Rescue Strap Apart from the new additions described above, some models included a few engine upgrades. In detail: 250 RR X-Pro 2 stroke » Motor: the 250cc engine was subjected to a series of structural updates to make its behavior more similar to its big sister, the 300cc. This was achieved by using a common crankshaft, with reduced travel and consequent bore increase compared to the previous model, to reach 250cc. The new engine is completed by an updated head with a different combustion chamber and a new cylinder with modified transfer port geometry. With these updates, the torque and linear power delivery were significantly increased, without affecting the overall performance, creating a power delivery that is like no other 250 with a more centralized weight and lowered center of gravity. Plus, the crankcase houses larger and sturdier bearings. » Gearbox: the second gear was significantly updated to extend its range of use. This has increased the smoothness when switching to the third gear, with enhanced riding comfort and stability during and after the gear change. The greater smoothness makes it easier to ride the vehicle, especially on rough patches and Hard Enduro stretches. Bearings and gear updates also apply to the X-PRO 300 2T. 125 RR X-Pro 2 stroke: » Engine: the evolutions never stop for Beta ‘little ones’, with the 2016 RR X-PRO featuring a new piston and a new engine head, with updated combustion chamber architecture to increase the torque and power provided by the single-cylinder 125 two-stroke. Thanks to these changes, the engine is more reactive, powerful, and throaty, increasing the explosiveness of the maximum performance. To support the enhanced performance and the need for quick and accurate gear changes, a new gear system has been introduced, with reinforced gears. Sturdy and with excellent calibration, it makes the small 125cc engine give it all its best, at any speed (this change applies also to the 200 two-stroke). 4 Stroke RR X-Pro » Engine maps: 4-stroke engines received new maps to improve their delivery along the entire range. Whatever the displacement, Beta engineers improved their linearity and usability to better manage the power available at any speed. Availability: 2 Stroke Models–All States: August 4 Stroke Models–49 States: September California: October Visit Betausa.com for more information The post BETA ANNOUNCES 2026 X-PRO OFF-ROAD BIKES appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Suzuki and the Twisted Tea Progressive Suzuki factory team hosted another RM Army Boot Camp event yesterday at Perris Raceway, California. Any and all Suzuki RM riders—young, old, current, vintage—were welcome to come out for a free practice afternoon/evening at Perris MX and kick it with team. Food, drinks, swag, access to the team members including technical support, mechanics and managers, and of course, plenty of riding were on the afternoon schedule. RM Army participants were welcome to check out the factory rig, ask Suzuki techs anything, find out more from Suzuki about contingency, marketing programs and the RM Army. “You’re here today as guests and you’re part of the team,” said Suzuki Motorsports Manager Chris Wheeler. “Please, ask questions, don’t be shy.” Yellow riders also got to spend some one-on-one time with pro riders Colt Nichols and newly signed MXGP transplant Benoit Paturel, only days before the start of the AMA Pro Motocross Championship. We took the opportunity to catch up with Benoit Paturel, the French rider and member of the 2016 MX of Nations winning team. Young eyes taking it all in. Suzuki’s Motorsports Manager Chris Wheeler gives RM Army cadets a tour of inside the factory Supercross/Motocross rig. Factory mechanics were on hand to answer questions and give tech tips. Factory rider Colt Nichols chats with fellow Suzuki riders. CHATTING WITH BENOIT PATUREL Dirt Bike: Coming to the U.S. to race professionally is a dream for many MXGP riders, and it’s not an easy path. How did you manage to make this happen for yourself? Benoit Paturel: Like you said already, many years ago I wanted to come [to the U.S.]. In 2017 I came at the end of the MX2, for myself I make some tests with Star Racing, then Husky factory and then 51FIFTY. Unfortunately nothing worked out so I couldn’t move at that time. That was a real bummer for me. I was very sad. I focused on MXGP and after a good MX2 career, it was tough for me to make my full potential, many injuries, bad things. Many technical problems, not the greatest teams. Now this year I made the decision to move and see what happen and then after three months of training, this team at Suzuki give me the opportunity so I’m really blessed and feel so happy to ride. DB: So you moved here and then got a ride? BP: Yeah. Benoit Paturel moved to the U.S. earlier this year with no team and no prospects. Hard work and a bit of luck landed the Frenchman a factory Suzuki ride for the MX Nationals. DB: Wow, that’s a big move. BP: Yeah, I had nothing. I just took my bike and came over here. I bought a bike and one guy helped me to be my mechanic. For three months I worked really hard and then I got to test [with Suzuki] in mid-April and then I signed, so I’m really happy. DB: During that three months that you just showed up here, bought a bike and started riding tracks, were a lot of people wondering, ‘Who’s that guy?’ BP: Yeah, I think so. [laughs] Yeah, because there was no name on the jersey, nothing. So I think at the end they start to know me because there were three, four times a week every week you saw some big name motocross [teams] here for testing, so I think at the end, some people spoke about me and it’s why I got the phone call [from Suzuki]. Really pumped. Paturel will be running the #102 in the outdoors. DB: How was it getting used to the new bike? BP: For many years I rode Yamaha, so for sure I need to get used to the new brand. But Suzuki, I was really impressed with the bike. Because many people have a question mark about [the RM-Z] it but really impressed me, really happy, really surprised about the Suzuki. We have really great people like Larry [Brooks] who knows so much and have so much experience. To have him next to me is a big opportunity. I’m really happy. DB: What are your expectations ahead of your first race? BP: I don’t put a goal specially because it’s first time that I gonna race U.S. I don’t know the riders, how fast they are. For sure, the top guys are really fast and it will be hard to beat them. But I hope to progress each weekend and move forward. I will give my best and I feel ready. We see where we end up. But I’m sure we’re going to progress every weekend and hope to show my potential. Suzuki RM’s and riders of all ages turned out for the RM Army Boot Camp. Check out these classic beauties. Star RM Army motocross amateur Chase Brennan got to park his 85 under the factory tent for the day. Remember the name. The post SUZUKI’S RM ARMY BOOT CAMP AND CHATTING WITH BENOIT PATUREL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Secret 2024 National Enduro Championship-winning Bike Manufacturers are not shy about their national championships. Ad campaigns, special editions and general hype can boast a National Enduro Championship for months and years. And yet when Josh Toth won the 2024 National Enduro Championship, there was surprising corporate silence. For the record, he rode a GasGas EX350F. There were no GasGas logos on the bike, no GasGas ads in the media and no GasGas factory mechanics in the pits. The backstory was that Josh rode a bunch of different venues in 2024 and did it on a bunch of different bikes, including GasGas, Honda and even Stark Future. The GasGas that he used to win the National Enduro Championship was supplied by Enduro Engineering and was not even a current model. It was a true private effort. The GasGas EX350F is very similar to the motocross version, but has softer suspension with a coil-spring fork, a six-speed gearbox, an 18-inch rear wheel and a kickstand. The GasGas off-road line is equipped with Braktec brakes. Earlier in the year, these were subject to a recall. Dunlop tires come on the GasGas off-road bikes, whereas the MX versions have Maxxis. THE BIKE OF CHOICE For 2025, the EX350F is the flagship off-road race bike for GasGas. The model line has been trimmed down somewhat, and the EX450F is no longer offered. That’s probably okay with most GasGas fans; the 350 was already the bike of choice for the GasGas factory riders, including Jordan Ashburn, who finished third in the GNCC XC1 class. Ashburn, Toth and virtually all off-road riders on the right side of the U.S. prefer the 350 because it’s so much easier to ride than a 450 in the woods. The twist to the story is that Josh actually liked the 2023 version best. The 2024 EX350F was a one-year model. It had a notoriously stiff frame, whereas the motocross bikes of that year were updated with a more compliant frame. Ashburn’s factory bike had the new MX frame installed by the Coastal GasGas team. But Toth, without factory support, simply used his old bike. With the arrival of the 2025 model, all that is ancient history. Toth has moved on to a factory Kawasaki, and Ashburn rides a standard EX350F with the Flat Rock GasGas Factory Off-Road Team. The newest version of the production EX350F has all the most current parts, including the updated frame with more compliant flex characteristics. It doesn’t look that different. The geometry is unchanged, and all the bodywork is the same. If you look carefully, you can see that the new chassis has less material around the top shock mount. There are also changes around the steering head, and that’s enough to give the bike a different feel. All of the other updates that the bike got last year are still in play. The front suspension is now the coil-spring WP Xact fork. The rear is the WP Xact shock with linkage. A common theme throughout the GasGas line is to go bare bones with accessories. It doesn’t have hand guards, a map switch or a volume chamber in the head pipe—all items that come as standard equipment on the KTM 350XC-F and Husqvarna FX350. Those bikes are in the family of brands owned by Pierer Mobility and are otherwise very similar to the GasGas, just more expensive. Other differences are the bodywork, the brakes (Braktec on the GasGas, Brembo on the others) and the triple clamp (forged on the GasGas, machined from billet on the others). The motor itself is the same on all three. It has the motocross top end on a six-speed gearbox. The tires are Dunlop with an 18-incher in the rear. THE RIGHT COMBO GasGas got it right for 2025. Like always, the motor is ideal for off-road racing on any side of the country. It has enough power for faster racecourses out west, and it’s still manageable and easy to handle in the tight stuff back east. It’s an even more versatile motor than it was just two years ago. Last year’s model, despite its much maligned frame rigidity, had a number of motor updates that gave it more bottom end. If you ride the new model back to back with the 2023 version, it’s throatier down low. Some riders think it lost revs on top, but that turns out not to be true; it has the same peak around 50 horsepower, but it carries that peak longer. With more bottom, you simply don’t spend as much time at high rpm because you don’t have to. Whether you like screaming or not, the amazing thing about this motor is how wide the powerband is. It has an incredible usable range, far wider than a 250 or 450. You can ride it at low revs because it has less of a tendency to stall than a 450, and it’s still capable of spinning all the way past 13,000 rpm. No other bikes have a range like that. It’s worth pointing out that it’s not the same bike at 13,000 rpm as it is at 6000 rpm. At high revs it’s an animal. It makes more sheer power than a first-generation 450 MX bike, so it hits things hard and can hunt for traction. It also has more engine braking. At low rpm it takes on the character of a trail bike. The power delivery is smooth, and traction is easy to find and manage. Stalling is still a clear and present danger, but nothing like a 450. It’s a powerful four-stroke, so you learn to do most of your hard braking with the clutch in. The clutch, by the way, is hydraulic with a Brembo master cylinder. It has a light pull and an excellent feel. The MSRP of the 2025 GasGas EX350F is $11,199. FRAME FOLLIES How about that frame? There’s no doubt that the 2025 frame has a more compliant feel than the one-year 2024 version. In truth, however, the entire industry learned to deal with that generation of KTM, Husky and GasGas frames through careful suspension setup and by simply giving the bike time to break in. For those riders who are thinking of trading in their 2024 EX350F for that reason and that reason alone, it’s not worth it. Spend the money on a good suspension job. You will still be able to feel the difference when you’re seated, but it boils down to nothing more than a comfort issue. If you are thinking of finding a 2023 model like the one Toth rode, that’s not a great idea, either. Among other things, the new bike has far better suspension. The fork on the current GasGas off-road bikes might be the best product that WP has ever offered on a production bike. It’s a coil-spring fork, so it might not have the versatility of the earlier air fork, but it also has none of the drawbacks in stability and consistency. Like any off-road bike, the initial setup is a guess on the part of the factory. For off-road racing, it’s a very good guess. It can still absorb rocks and roots at trail-riding speed, and it doesn’t dive or collapse in high-speed scenarios. It’s also excellent on sharp edges where WP forks have always been harsh. Same goes for the rear. The bike is well balanced and can even deal with sportsman-level motocross. Between the 2023 version and now, the EX350F gained some weight. On our scale, the current test bike is 233 pounds without fuel. That’s not much lighter than a current 450 motocross bike. As usual, the smaller motor of the 350 makes it feel lighter because of various physical laws. Conversely, most 300 two-strokes feel lighter than the EX350F despite being the same weight. THE RIGHT SIZE Among amateur off-road riders in the U.S., the verdict is overwhelming. The 350 four-stroke is the right format for racing. Even out west, where speed and power are most valuable, it’s often wall-to-wall 350s in every class up to the Pro ranks. For some reason, the Japanese have opted out of that engine configuration, so it’s a KTM versus Husqvarna versus GasGas contest. The GasGas is a little cheaper and has a few different components, but otherwise offers the same engine, frame and overall performance. It’s one of the few bikes that has equal appeal from the novice ranks all the way to the very top of national championship standings. The post OFF-ROAD TEST RIDE: 2025 GASGAS EX350F appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The AIMExpo powersports trade show made its return to Las Vegas for the 2025 annual event, and over 400 powersports companies from 31 countries showcased their latest for North American dealers. As always, the AIMExpo is an ideal place to check out new products, new motorcycles, the latest gear and inventions—some mainstream, some downright quirky and bizarre. The American equivalent of EICMA, the AIMExpo might not be at the same level of spectacular with global product reveals and groundbreaking prototypes from major manufacturers, but we’ll go ahead and say that the AIMExpo is on the rebound in the North American market. Participation in the last few years is on the rise, and the 2025 show was too big to see everything in two days. But, here is a look at some of the major reveals from the Vegas show, along with some of the fun farkle (function and sparkle) and oddities from the 2025 AIMExpo. Denago Powersports had a big presence at the AIMExpo, showcasing not only their new products, but their growing presence in the U.S. market. Suzuki DR-Z4S/DR-Z4SM The Suzuki Motor USA display was front and center at the 2025 AIMExpo, proudly displaying its all-new DR-Z4S and its Supermoto sibling, the DR-Z4SM. Replacing the outgoing DR-Z400 dual-sport, which has likely thrown some core loyalists into a complete panic, the DR-Z4S is a clean-sheet model, fully revised from the ground up, with a 398cc single-cylinder, fuel-injected engine. The dual-sport duo had a global debut in late 2024, but the AIMExpo in Las Vegas provided dealers a first look at the all-new yellow machines in the flesh. We recently got to take a first spin aboard the new ‘Zook at the media launch in Tillamook, Oregon. Find the All New Suzuki DR-Z4S Dual Sport Test Video here. Clockwise from top left: Moto Morini’s new 1200cc premium tourer. The X-Cape 700 is the successor to Moto Morini’s popular X-Cape 650. Suzuki used the AIMExpo to give dealers their first in-person look at the all-new DR-Z4S and DR-Z4SM (pictured). Leave it to the Aussies to resurrect the 500cc two-stroke; Thumpstar USA hopes to put this into production. Moto Morini X-Cape 700 Moto Morini woke up the AIMExpo on Wednesday morning with a heart-pumping performance from the drumline of local Del Sol Academy. The big news from the China-sourced Italian brand was the X-Cape 700. Moto Morini COO Chris McGee took the wraps off the new adventure bike, an upgraded version of its popular X-Cape 650 with new styling and a more powerful engine. The X-Cape 1200 was also on display, the premium tourer an all-new model to the North American market. REV’IT! SAND 5 Dutch brand REV’IT! kicked off the Wednesday morning media tour with a breakfast and reveal of its all-new Sand 5 ADV suit. As the motorcycles in the adventure segment are progressing, becoming lighter, better and higher performance, so should the gear, rationalizes REV’IT! Sports USA’s Brian Ego. The Sand 5 is the newest generation of the brand’s all-in-one ADV gear. The three-layer construction offers many different configurations to meet the ever-changing demands of true adventure riding. The Sand 5 promises better venting, improved comfort and even more fit adjustment. It is available in new colorways and will also be available in a women’s cut. Thumpstar USA Along with the major manufacturers and brands, as promised, there were also some fun oddities spotted at the AIMExpo. Thumpstar USA is best known for its 110-, 125- and 140cc pit bike offerings, but those wacky Aussies took a stab at a full-size bike, sourcing a 500cc two-stroke BRC engine from Canada, and building a chassis around it. Yes, the Australia-based company plans to put it into production. “There hasn’t been a 500cc two-stroke dirt bike in production in more than 20 years,” Thumpstar’s Jason Young said. “We’re excited to see how people respond.” Young was proud to introduce the prototype to the media, which he says has some differences to what a production version would look like. The 500cc engine, based on the last CR500 offering from Honda, is carbureted and counterbalanced, and is equipped with electric start and a six-speed transmission. For more on Thumpstar USA and its current offerings, visit www.thumpstarusa.com. Clockwise from top left: Kabuto Helmets introduced their new top-shelf ADV helmet, the Geosys GT. Check out the swingarm of the Thumpstar USA 500cc two-stroker. Burly Brand Titan Handguards are built for American V-Twins, but styled after motocross handguards. Endearing that they want to look like us. MX-Evo floorboards from Burly Brand are styled after MX footpegs, and also have a built-in bottle opener. Kabuto Helmets Geosys GT While many companies, especially helmet manufacturers, seem focused on the entry-level price-point models, Japanese company Kabuto Helmets is taking the counter-approach. While the Osaka-based company does have a variety of product lines, the only one they plan to market in the U.S. are the premium models, including an all-new ADV helmet, the Geosys GT. Kabuto rep Scott Holbrooks explained, “We’re not going to have any price-point models. Kabuto does have a massive facility in China, but the helmets we’re bringing to America are only top of the line. All of the product in the U.S. is made in Japan only. It’s real craftsmen in Japan that are putting these together.” The Kabuto Geosys GT has MIPS inside and what Kabuto touts as advanced aerodynamics on the outside. Burly Brand Titan Handguards So they’re not actually parts for dirt bikes, but the V-twin accessories from Burly Brand caught our eye for obvious reasons. Its new Titan handguards are designed to look like motocross flag-style handguards, but constructed out of metal and built for fitment on Harley-Davidson motorcycles. “It definitely has a dirt bike off-road feel to it,” explained Burly Brands’ Josh Rowland. “We ask ourselves, ‘How do we evolve, and make something fun and unique for the customer?’ It’s a very eye-catching thing and a good conversation starter, for sure.” Burly Brand also offers MX-Evolution footpegs and floorboards for Harleys that are modeled after motocross-style footpegs, complete with a built-in bottle opener on the underside. Well played, sir. Denago Powersports 140 MX3 FI With companies like Denago Powersports, the entry point into OHV is becoming easier. The Texas-based company sources pit bikes and ATVs from China with a goal of providing an affordable approach into powersports. The idea, David Garibyan explains, is a value brand that gets people in the door and gets them started in OHV fun. One of the new models Denago Powersports revealed at AIMExpo in Las Vegas is the 140cc MX3 FI. The fuel-injected pit bike is what Denago calls “stout and durable,” designed to make ownership easy at a price point of around $1500. Clockwise from top left: Look for these Blaster Power products on shelves soon. Cylinder Works has the shiny good we love. ProTaper brought out an all-new line of price-point off-road tires. Alpinestars did a demonstration of the Tech-Air 5 Plasma. REV’IT! debuted the all-new Sand 5 ADV suit. SSR introduced the new XD line for 2025. Alpinestars Tech-Air 5 Plasma Alpinestars was not technically an exhibitor at the AIMExpo, but the company still made a cameo on the New Product Central stage to give a demonstration of its latest Tech-Air 5 Plasma airbag system. The Plasma is a ground-up redesign accessory vest for riding either off-road, street or racing. It features a slimmer, lighter fit than its predecessor with better breathability. The Plasma can also change algorithms at the push of a button, letting it know what style of riding you are doing, which helps it to detect and anticipate a crash. The on-stage demonstration showed how deployment happens within microseconds—approximately eight times faster than the blink of an eye. The Tech-Air 5 Plasma can be recharged with a user-replaceable gas inflator that can be changed out without tools. The suit, which can be worn under a jacket, jersey or riding suit, is good for up to six deployments before it needs to be sent in for servicing. The Alpinestars presentation closed with a teaser for the Tech-Air MX, which is currently debuting in Monster Energy Supercross with factory Triumph’s Austin Forkner. The all-new system is integrated into a chest protector, and the company says it’s been under development for over 10 years. Alpinestars is all in on the airbag tech and eager to push the entire industry to embrace the safety benefits they can provide. “This is something that we as an industry need to get behind as a whole,” Alpinestars rep Brent Jaswinski said. “Our goal is to someday equate this level of safety production with a helmet.” ProTaper SMX 04 Tires ProTaper is widely known as a handlebars, grips and controls company, but is now venturing into the tire business. ProTaper revealed an all-new line of SMX 04 knobby tires that is designed for weekend warriors and trail enthusiasts; in other words, more of a price-point tire for casual riders. The ProTaper meats will come in popular front and rear sizes, and are expected to be in the sub-$100 range. The post 2025 AIMEXPO: AIMEXPO STANDOUTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Honda has revealed 11 motorcycles for model year 2026. All of the performance CRF models were shown, headlined by the 450 and 250 motocross bikes. Both will continued to be available as premium RWE models. The off-road CRF450RX, CRF450X and CRF250RX are also returning as well as the CRF450RL dual-sport. None of those models will have significant change for 2026. Two adventure bikes were revealed as well. The NC750 Transalp and NX750 will have mild updates. The official Honda press information is below. 2026 CRF450R Combining cutting-edge technology with unmatched performance, the CRF450R boasts a championship pedigree, as it was developed with significant input from Honda HRC Progressive riders Jett and Hunter Lawrence, as well as MXGP ace Tim Gajser. Delivering exceptional power and torque, along with industry-reference durability and ergonomics, the CRF450R is the ultimate motocross weapon. Color: Red MSRP: $9,699 Available: July Info 2026 CRF450RWE Inspired by the factory Honda HRC Progressive machines of Jett and Hunter Lawrence, the CRF450RWE is a purpose-built race weapon, for riders seeking the ultimate motocross machine. The “WE” stands for Works Edition, and this model’s long list of top-shelf components—most of which come straight from the team’s partners—make the CRF450RWE the closest thing to the machines that sit proudly under the factory tent. Color: Red MSRP: $12,599 Available: October Info 2026 CRF450RX With an ideal blend of motocross performance and trail-focused features, the CRF450RX is a highly capable machine for closed-course off-road series like GNCC, NGPC and WORCS. With features like a larger nylon fuel tank, handguards, a side stand and dedicated suspension and ECU settings, this motorcycle is a popular choice with teams like SLR Honda, Phoenix Racing Honda and JCR Honda. Color: Red MSRP: $9,999 Available: July Info 2026 CRF450X Developed for both trail enthusiasts and competitive racers, Honda’s CRF450X is perfect for off-road adventures. The winningest bike ever in the Baja 1000 (17 victories, including Honda’s victory in the 2024 edition), this versatile machine is also right at home in regional off-road parks. The bike’s 50-state off-road legal status and renowned reliability, combined with trail-ready features like an 18-inch rear wheel, sealed chain, headlight, side stand, and a six-speed transmission, make it the ultimate all-around dirt bike. Color: Red MSRP: $9,999 Available: August Info 2026 CRF450RL The perfect dual-sport motorcycle combines exceptional off-road performance with street-legal features in a reliable, durable package. Honda’s CRF450RL finds that balance, enabling riders to seamlessly transfer from singletrack to the highway. The Unicam® engine and premium, long-travel suspension combine to deliver confidence in a wide variety of terrain, and comfort is enhanced by technology designed to reduce sound and minimize vibration. Add it all up, and the CRF450RL puts the off-roader’s once-standard pickup truck at risk of obsolescence. Color: Red MSRP: $10,099 Available: August Info 2026 CRF250R With an earned reputation not only for racing success, but also exceptional handling, excellent ergonomics, strong acceleration and rock-solid durability, the CRF250R is a worthy platform for Honda HRC Progressive riders Jo Shimoda and Chance Hymas, but also for privateers and aspiring local racers. The CRF250R possesses the ingredients necessary for success on the track. Color: Red MSRP: $8,399 Available: July Info 2026 CRF250RWE Already a hit with customers and the media after just one year on the market, the CRF250RWE is a very competitive option right off the showroom floor. Inspired by the Honda HRC Progressive machines of Jo Shimoda and Chance Hymas, the “Works Edition” starts with the already-capable CRF250R and adds a race-ready setup with engine, suspension and styling updates straight from the factory team’s partners, saving owners the expense and trouble of outfitting their bikes. This quarter-liter dynamo offers an unbeatable combination of handling, power and agility. Color: Red MSRP: $10,699 Available: October Info 2026 CRF250RX A high-performance, race-ready machine, Honda’s CRF250RX is developed to compete in closed-course off-road races such as WORCS, NGPC and GNCC. Although based on the motocross-focused CRF250R, this model has several features specifically engineered for trail use, and it performs exceptionally in everything from tight single track to the open desert. Trusted by teams like SLR Honda, Phoenix Racing Honda and JCR Honda, the CRF250RX is a potent podium contender from coast to coast. Color: Red MSRP: $8,699 Available: July Info 2026 CRF150R Developed for young riders looking to up their game, Honda’s CRF150R is the first step on the CRF Performance ladder. Though scaled-down in size, Honda’s littlest motocrosser touts a Unicam® four-stroke engine and Showa® suspension, giving the next generation of racer a true high-performance experience that is a great foundation for developing advanced skills. The CRF150R is available in both standard and Expert versions—the latter being a great choice for taller riders, thanks to its larger wheels, higher seat and additional rear-suspension travel. Color: Red MSRP: CRF150R: $5,499 CRF150R Expert: $5,699 Available: September Info 2025 XL750 Transalp The XL750 Transalp builds on its legendary name with important updates aimed at improving rider comfort and convenience. The adventure-touring model has a new central duct that delivers improved aerodynamics and agility, a new screen and mid-cowl for better airflow management, a new dual-projector headlight, a new 5-inch TFT display, smartphone connectivity via Honda RoadSync, and updated front and rear suspension settings. Colors: White; Deep Pearl Gray MSRP: $9,999 Available: June Info 2025 NC750X DCT Versatile and practical, Honda’s NC750X has always been an accomplished daily commuter that can double as a weekend explorer, and with important updates for 2025, it’s more capable than ever. Included on the list of changes are refreshed styling, improved brakes, lighter wheels, an evolved Dual Clutch Transmission and a better TFT display. The result is a combination of versatility, performance and reliability that are sure to help the NC750X DCT retain its status as the motorcycling world’s ultimate Swiss Army knife. Color: Matte Pearl White MSRP: $9,499 Available: May Info The post HONDA REVEALS 2026 MX, OFF-ROAD & ADV BIKES appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Old school and proud of it – the Beta 300RR X-Pro is for the off-road purists The Wizard of Oz told the citizens of the Emerald City that his journey into the stratosphere was “technically unexplainable.” Almost immediately, he lost control of his balloon and shouted, “I can’t come back! I don’t know how it works!” Most modern off-road bikes are on the brink of becoming technically unexplainable and leaving us behind. The Beta 300RR X-Pro, on the other hand, is perfectly explainable and traditional. It’s a carbureted two-stroke with a mechanical power valve and a distinct lack of wizardry. It’s a bike meant to appeal to off-road purists who don’t want to contact a service center every time a check-engine light comes on. At the same time, Beta isn’t sitting still. This is a bike with a long list of upgrades and changes for 2025. No matter how much respect we might have for old-school technology, no one really wants to ride a motorcycle from the last century. The 2025 Beta 300RR X-Pro sells for $9899. For competition, Beta also sells the 300RR Race edition for $10,699. MOVING FORWARD The “X-Pro” moniker is new for 2025. Beta wanted to make sure everyone knew it wasn’t the same old thing, even if its description sounds old-fashioned. It’s still a case-reed engine with a Keihin PWK 36mm carburetor and Moto Tassinari reeds. The power-valve design uses a centrifugal ball-ramp actuator and limited mechanical adjustment. The suspension is manufactured by Sachs, and the frame is steel with a central backbone. This year the frame was redesigned with input from Beta’s motocross team. It has a larger backbone with less flex. It also has a lower seat height and a new single-spring Sachs ZF SHC fork. That fork is considerably lighter than the old one and contributes to an overall weight loss. On our scale, the 300RR X-Pro is 233 pounds without fuel. Beta has made steady progress in the weight department over the past few years, and now the 300RR X-Pro is within a pound or two of the current KTM 300XC-W. The Beta’s power valve is still operated by a mechanical governor. A manual adjuster allows you to change how quickly it opens. The other changes for 2025 include re-valving of the Sachs shock, a bigger Nissin rear brake caliper, XTrig elastomeric handlebar mounts, a coolant overflow reservoir and a rescue strap on the front fender. The bodywork is new this year as well, and a new color scheme gives the bike a very different appearance. Some things haven’t changed. The Beta X-Pro models take the place of the standard RR trail bikes, so the two-strokes all have electronic oil injection. There’s an oil reservoir under the seat, which can be removed with a push of a button. There are two ignition maps available on the handlebar pad, which alter spark advance alone. If you want to adjust the power valve, you do it the old-fashion way by physically tuning a preload adjuster down on the power-valve governor. Weight has been coming off Beta’s two-strokes, pound by pound, on a yearly basis. Now, the 300 is as light as anything in its class. For 2025 we have a long list of changes that includes a new frame and bodywork. CARB LOADING The Beta 300’s power delivery is the stuff of dreams. It makes smooth, usable torque from the very, very bottom, where most four-strokes won’t even run. In the middle, it’s smooth and throaty, and on top, it’s respectable and clean. There’s no detonation, it doesn’t load up, and it never misses a beat. If carburetors had always worked this well, no one would have even thought to invent fuel injection. The stock jetting is spot-on, at least for our testing conditions. We rode it in temperatures ranging from 50 to 80 degrees and at altitudes between sea level and 4000 feet. It ran perfectly everywhere. In the old days, we never had two-strokes that worked so well in such a wide variety of conditions. What’s different? Part is probably because of evolutionary advancement in the Beta’s ignition system, which is made by Kokusan. The rest is simply good engine design. A long time ago, the Beta was criticized for being a copy of a KTM two-stroke to the point that it used many of the same top-end parts. That’s no longer valid. The 300RR X-Pro doesn’t even have the same bore and stroke as the KTM. In outright power, the 300RR X-Pro is decent but not overwhelming. The map switch offers a choice between a sunshine emoji and a rain cloud, but when you switch back and forth, you only notice a change in peak revs. The power characteristic down low doesn’t change much. If you absolutely feel the need for fiddling, you can focus on the power-valve preload adjuster. Ours came set to a half-turn clockwise from flush with the case. You start noticing changes when you change the adjuster a full turn in either direction. Either way, it seems the motor only develops a harder hit; you just end up moving that hit around. We eventually returned to the original setting. The Beta 300RR X-Pro is a carbureted two-stroke with a mechanical power valve and a distinct lack of wizardry. It’s mean to appeal to off-road purists who don’t want to contact a service center every time a check-engine light comes on. TALES OF THE TRAIL Benny Bloss is in his second year on Beta’s factory Supercross team. He’s 6-foot-6 and has no trouble touching the ground on any motorcycle made. Someone at Beta realized that most trail riders are not Benny Bloss. Between the new frame and new suspension components, the seat height has come down. Beta says it’s 20mm lower than last year’s model, and while that number might be a little overstated, there’s no question that the new bike is a touch lower than the average dirt bike. That helps boost anyone’s confidence in tight, slow trails. If Benny was a trail rider, we would bet that even he would appreciate it. Some of that height difference came out of the suspension travel, but for trail riding, no one will notice and no one will care. This is a bike with deliberately soft, cushy suspension. It’s at its best in slow, technical terrain where rocks, roots and holes are the main issue. It’s well balanced and the action is good, but it’s not made for jumps, big whoops or high speeds. It will bottom and dive when you venture out of its designated comfort zone. For racing, Beta has a completely different line of Race editions. Those bikes have KYB suspension, a little more travel and, yes, more seat height. The two-stroke Race editions also ask you to mix your own oil and gas, and sell for more. All of the components are of excellent quality, including the Maxxis tires and Nissin brakes. A push-button release mechanism allows you to remove the seat and access the oil tank and battery. BE WHO YOU ARE There’s a very real pushback against bikes that are too sophisticated, too complicated and too specialized. The 300RR X-Pro is none of those things, but to call it a trail bike sounds dismissive, as if it’s made for kids who can’t handle a real bike. That’s the wrong picture. In truth, it’s a very high-performance off-road motorcycle and isn’t that far removed from the bike that Max Gerston rode in the 2024 EnduroCross Pro class. But, by having a separate line for racers, Beta had the freedom to make the 300RR X-Pro more comfortable, more convenient and more friendly. In truth, it’s the kind of bike that almost all racers would prefer to ride, whether they are racing or not. The post OFF-ROAD TEST: BETA 300RR X-PRO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

WHO’S SPYING ON WHOM? Mr. Know-It-All, I have heard that CFMoto is being banned in the U.S. by leftover anti-China legislation from the Biden administration. I was interested in the KTM 790 Adventure, which is made by CFMoto, but now I don’t know if that motorcycle will be banned, too. Should I get one now, or will a troop of Feds knock down my door and seize my bike as soon as the legislation goes into effect? Morgan Curry via MrKIA@hi-torque.com Oh, Morgan. I think I can assemble an intelligent question from all the half-information and nonsense in your correspondence, but it’s difficult. Let’s start with the CFMoto ban. It’s not true, won’t be true and is somewhat ridiculous. What might be floating around in the milky mush within your skull is legislation proposed last summer and finalized in the last days of the outgoing administration. It concerns “connected vehicles” manufactured in China and Russia. That refers to systems and components that connect the vehicle to the outside world through Bluetooth and Wi-Fi. It also includes autonomous driving systems. The concern is that this technology can collect data on drivers and American infrastructure, and pose a national security threat. The definition of connected vehicles still needs to be refined, but most motorcycles have some sort of smartphone connectivity these days. CFMoto has its RideSync smartphone app, which offers its own in-house navigation system. In broad terms, the connected vehicle description could also include motorcycles using the KTMconnect feature if any componentry is found to be manufactured in China or Russia. The rule concerns motorcycles imported in 2027. The KTM 790 Adventure is only assembled in China. All the parts are said to be shipped there from other sources, although some electronic parts might well have been shipped back and forth. Now, listen carefully. No motorcycles are to be banned by this legislation. The only focus is the connectivity feature. If the legislation goes into effect, that feature might be disabled, but only if components are found to be manufactured in China or Russia. My advice is to buy whatever motorcycle you want to buy, but you might end up using Waze or Google to do your navigation. ELECTRIFY ME Mr. Know-It-All, I read your review on the coming Stark Varg EX dual-sport bike, and I can’t wait to see one. My big reservation is availability of charge stations. In your review, you said that it would be compatible with EV charging stations in the U.S. I can’t find any information about this on the Stark website. Will it accept a J1772 or a J3400 charger? Will it be level 2 or level 3? Will it require an adapter? Everything else about the bike sounds awesome, but if you can’t charge it away from home, you really can’t go far. Chic Sawyer via MrKIA@hi-torque.com Chic, I’m not sure what review you actually read. This is what we said in the Stark Varg EX test: “There’s been some discussion of an adapter that allows the Varg to recharge at the stations provided for electric cars. At this point, that’s just talk.” When we visited the Stark Future factory last December, we were impressed with the number of projects that were in progress. The subject of charging the EX at a Tesla or some other station was mentioned, but we got the impression it’s not at the top of the list. There are plenty of reasons to consider the EX, but your plans shouldn’t hinge on remote charging. That capability might be years away. SUSPENSION AND SEAT HEIGHT Mr. Know-It-All, In the November 2024 test of the Husky FX350, you guys said that Husqvarna models have reduced seat height compared to KTM models. This isn’t true. The Husqvarna FX350 has the exact same seat height as the KTM 350XC-F according to factory specs. You really should have known. MXrdr874 via MrKIA@hi-torque.com Mr. 874, you are correct. We were wrong. There, I said it, even though my tongue exploded with shame. The reduced seat height is only a factor with Husqvarna motocross bikes. The off-road-oriented FX350 actually has slightly more travel and a taller seat height, making it the same as the KTM 350SX-F and the KTM 350XC-F. This information, by the way, is also incorrect in the 2025 Husqvarna FX350/FC350 owner’s manual. email: mrknowitall@hi-torque.com | mail: Dirt Bike Mr. Know-It-All 25233 Anza Dr. Valencia, CA 91355 The post ARE CHINESE BIKES BANNED? — MR. KNOW-IT-ALL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TM IS BACK AND WE’RE READY TO TEST BIKES! https://youtu.be/6iL2dIXwbuE The post 2025 TM EN300 CORSE TWO STROKE VIDEO TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи