MotoFactory

Dante Oliveira proved that he’s one of the most versatile riders in the U.S. this weekend with an Open Pro win at the Wiseco Two-Stroke World Championship. He won with a 3-1 score on a KTM 300 that he previously had no experience riding. Dare Demartile’s 4-2 score was good enough for second and made it two off-road specialists on the podium in front of a field of motocross guys. Derek Drake had the heartbreak story of the day. He won the first moto and had a decent lead in the second when his bike quit. Carson Brown also had some bad luck. He was second in the first moto, but went down in the second turn of race two. Eventually, he climbed up to fourth in that race to finish third overall on his KTM/Suzuki hybrid. The Pasha 125 Pro class was limited to riders who are over 30 years old, and KTM development rider Ryan Morais was the official winner of both motos, although he had a tough time with unofficial MXA entry Josh Mosiman. For more results, go to Glenhelen.com. Ryan Morais took both motos of the Pasha 125 Pro Class (30+ division). Sean Lipanovich lead the early laps in the Pasha 125 pro class. Josh Mosiman is too young for the 30+ class, but rode for no score. Pasha 125cc 30+ Pro 1. Ryan Morais 1/1 2. Steven Tokarski 2/2 3. Sean Lipanovich 4/3 4. Blayne Thompson 3/4 5. Bryce Huffman 5/5 6. Dennis Stapleton 6/7 7. Jeremy McCool 9/6 8. Nicholas Post 7/9 9. Shawn Bushnell 10/8 10. Todd Gravitt 8/10 11. Cody Brownfield 13/11 12. Brian Hulsey 12/12 13. Jeremy Mairose 16/13 14. AJ Lee 15/15 15. Dillon Jones 17/14 16. Travis Damon 11/DNF 17. Tim Stone 14/DNF 18. Dane Rouse 14/DNF 19. Tim Weigand 18/DNF DNF Dominic Desimone DNF/DNF Carson Brown rode his Twisted Development Suzuki/KTM hybrid to third overall. Over 40 entries made for a crowded Open Pro gate. Eugenio Barbaglia had an excellent jump in moto one. Dare Demartile made it two off-road guys on the Open Pro podium. Derek Drake won the first Open Pro moto and was leading the second when his bike stopped. OPEN 2-STROKE PRO 1. Dante Oliveira 3/1 2. Dare Demartile 4/2 3. Carson Brown 2/4 4. Bryson Gardner 5/3 5. Trevor Stewart 7/6 6. Gary Sutherlin 11/8 7. Robbie Wageman 6/13 8. Darryn Durham1 3/7 9. Brian Mederios 10/10 10. Blayne Thompson 14/9 11. Nathan Hamlin 9/14 12. Thomas Dunn 12/17 13. Eugenio Barbaglia 21/12 14. Justin Workman 18/16 15. Tristun Alvarez 15/19 16. Derek Drake 1/34 17. Alessio Bonetta 17/21 18. Casey Langosh 19/20 19. Max Lee 23/18 20. Ezra Lewis 31/11 21. Brandon Ray 38/5 22. Luke Kalaitzian 20/24 23. Justin Muscutt 22/23rd 24. Matthew Cerami 24/22 25. Travis Damon 25/25 26. Rob Holyoake 16/36 27. John Darroch 8/DNF 28. Nolan Connolly 26/27 29. Billy Lea 29/26 30. Rocco Morse 28/28 31. Sage Powers DNF/15 32. Brock Reveal 27/32 33. Brian Begin 32/30 34. Chase Gunderson 30/35 35. Chris Bell 36/31 36. Eric Rizzo 39/29 37. Jerry Ehlers 35/33 38. Chase Kanzel 34/38 39. Ezra Tate 33/39 40. Matix Soto 37/37 DNF Ryder Patridge DNF/DNF DNF Dennis Stapleton DNF/DNF DNF Warren Strange DNF/DNF DNF Ayrton Ward DNF/DNF Doug Dubach won both motos of the Pasha 125 pro 50+ division ahead of Kurt Nicoll and Jeff Emig. Jeff Emig is a Marlboro Man. The post 2025 WISECO TWO-STROKE CHAMPIONSHIP RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Chase Sexton dominated the 450 class this weekend as the 2025 Monster Energy Supercross season enters its run to the finish. Sexton walked away from the field with a flag-to-flag victory and has now cut Cooper Webb’s advantage to 9 points. Webb did what he had to do, finishing a distant second and promising to take the battle all the way to the end with three races to go. In the 250 class, Seth Hammaker took his second victory of the year and now enjoys a narrow points advantage in the 250 East Division. For extended coverage of the 2025 Monster Energy Supercross season click here.  450 MAIN 1. Chase Sexton (HS) 2. Cooper Webb 3. Aaron Plessinger 4. Justin Cooper 5. Dylan Ferrandis 6. Malcolm Stewart 7. Ken Roczen 8. Shane McElrath 9. Dean Wilson 10. Justin Hill 11. Joey Savatgy 12. Christian Craig 13. Colt Nichols 14. Mitchell Harrison 15. Mitchell Oldenburg 16. Kyle Chisholm 17. Freddie Noren 18. Justin Barcia 19. Benny Bloss 20. Tristan Lane 21. Jeremy Hand 22. Grant Harlan 250E MAIN 1. Seth Hammaker 2. R.J. Hampshire 3. Tom Vialle 4. Cullin Park 5. Nate Thrasher (HS) 6. Maximus Vohland 7. Austin Forkner 8. Henry Miller 9. Devin Simonson 10. Luke Neese 11. Trevor Colip 12. Izaih Clark 13. Jack Chambers 14. Bryce Shelly 15. Justin Rodbell 16. Lance Kobusch 17. Lane Shaw 18. Jack Rogers 19. Chandler Baker 20. Mark Fineis 21. Michael Hicks 22. Chance Hymas 450 HEAT ONE 1. Chase Sexton (HS) 2. Ken Roczen 3. Justin Barcia 4. Shane McElrath 5. Justin Hill 6. Mitchell Oldenburg 7. Colt Nichols 8. Kyle Chisholm 9. Benny Bloss 10. Cade Clason 11. Grant Harlan 12. Marshal Weltin 13. Scott Meshey 14. Zack Williams 15. Hunter Schlosser 16. Ricci Randanella 17. Austin Cozadd 18. Bobby Piazza 19. Justin Starling 20. Bubba Pauli 450 HEAT TWO 1. Cooper Webb 2. Justin Cooper (HS) 3. Aaron Plessinger 4. Malcolm Stewart 5. Joey Savatgy 6. Dean Wilson 7. Dylan Ferrandis 8. Christian Craig 9. Freddie Noren 10. Mitchell Harrison 11. Jeremy Hand 12. Kevin Moranz 13. Tristan Lane 14. Jared Lesher 15. Logan Karnow 16. Joan Cros 17. Logan Leitzel 18. Anthony Rodriguez 19. Cory Carsten 20. Cheyenne Harmon 250E HEAT ONE 1. Chance Hymas 2. R.J. Hampshire 3. Devin Simonson 4. Austin Forkner 5. Cullin Park 6. Mark Fineis 7. Luke Neese 8. Lance Kobusch 9. Jack Rogers 10. Collin Allen 11. Thomas Welch 12. Lane Shaw (HS) 13. Preston Taylor 14. Izaih Clark 15. Dayton Briggs 16. Vinny Luhovey 17. Cole Bradford 18. Charles Tolleson IV 19. Tony Usko 20. Ayden Shive 250E HEAT TWO 1. Nate Thrasher 2. Seth Hammaker 3. Tom Vialle 4. Maximus Vohland 5. Jack Chambers (HS) 6. Michael Hicks 7. Justin Rodbell 8. Trevor Colip 9. Chandler Baker 10. Bryce Shelly 11. Hamden Hudson 12. Crockett Myers 13. Ryder Floyd 14. Bryton Carroll 15. Gage Stine 16. Jaxen Driskell 17. Gerhard Matamoros 18. Ronnie Orres 19. James Harrington 20. Henry Miller 450 STANDINGS 1. Cooper Webb 300 2. Chase Sexton 291 3. Ken Roczen 255 4. Justin Cooper 221 5. Malcolm Stewart 220 6. Aaron Plessinger 204 7. Justin Barcia 185 8. Justin Hill 161 9. Dylan Ferrandis 152 10. Jason Anderson 151 11. Shane McElrath 150 12. Mitchell Oldenburg 110 13. Joey Savatgy 108 14. Benny Bloss 104 15. Colt Nichols 102 -5 16. Eli Tomac 80 17. Jett Lawrence 71 18. Hunter Lawrence 62 19. Kyle Chisholm 58 20. Mitchell Harrison 55 21. Christian Craig 39 22. Jerry Robin 39 23. Kevin Moranz 30 24. Freddie Noren 20 25. Justin Starling 19 250 EAST STANDINGS 1. Seth Hammaker 142 2. R.J. Hampshire 139 3. Tom Vialle 135 4. Cullin Park 109 5. Nate Thrasher 106 6. Chance Hymas 103 7. Maximus Vohland 90 -3 8. Max Anstie 78 9. Daxton Bennick 77 -5 10. Henry Miller 71 11. Austin Forkner 68 12. Carson Mumford 51 13. Hardy Munoz 45 14. Jack Chambers 43 15. Trevor Colip 43 16. Gage Linville 42 17. Levi Kitchen 39 18. Lance Kobusch 37 19. Justin Rodbell 25 20. Luke Neese 25 21. Cameron Mcadoo 20 22. Mark Fineis 20 23. Izaih Clark 18 24. Lorenzo Locurcio 14 25. Devin Simonson 13 The post 2025 EAST RUTHERFORD SUPERCROSS, RESULTS & HIGHLIGHTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

WATCH NOW! 2-STROKE WORLD CHAMPIONSHIP LIVESTREAM FROM GLEN HELEN The 2025 2-Stroke World Championship is LIVE from Glen Helen, it being hosted on our YouTube Channel! The live stream will start at 11:00 am PDT. The feed will feature the two most exciting classes from the event, the Open Pro class and the Pasha 125 class, you can race a displacement all the way up to 150cc. So watch live from your home all the exciting 2-Stroke Action. If you have a smoker in your home, this is your lucky day to get $100 off any Lectron Fuel Systems carburetor. Just use promo code 2STROKESMOKE-WB at check out. Event Sponsors: Lectron: https://www.lectronfuelsystems.com $100 off any carborater purchase using Discount Code: 2STROKESMOKE-WB Fasthouse: http://fasthouse.com Wiseco: https://www.wiseco.com/ Shoei: https://shoei-helmets.com The post LIVE NOW! 2-STROKE WORLD CHAMPIONSHIP LIVESTREAM FROM GLEN HELEN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Fantic Motors has been a known entity in Europe for quite a few years now. The brand is not only alive and well across the pond, they are competing at the highest levels with factory-backed teams in both FIM Motocross Grand Prix World Championship (MXGP) and FIM Enduro World Championship. It left many wondering when these Italian beauties might reach North American shores. Well the wait is over, because Fantic USA, already an importer of e-bicycles, has announced that its first two motorcycles are about to lay tread in America. Fantic is breaking ground in the U.S. with two models: the 2025 XE300 two-stroke and the XEF250 TL trail bike. This duo will be available right away (as early as late May) and will be followed by a gradually increasing line of Fantic motorcycles in the future. The 2025 Fantic XE300 has a 293cc two-stroke engine with electronic fuel injection and oil injection. IS THAT A YAMAHA? Frequently asked question about Fantic: is it in any way related to Yamaha? Short answer, no. Fantic USA has no business relationship with Yamaha. You will see some familiar parts on the XE300 two-stroke, and that is because Fantic Motor sources parts from Yamaha in a similar manner to how it would with any parts supplier—in the case of the XE300, the frame and swingarm. So you could argue that Fantic’s relationship with Yamaha is like it’s relationship with Kayaba. That aluminum frame and KYB fork look awfully familiar… That said, Fantic Motor has had an industrial cooperation with Yamaha Motor Europe as recently as 2019. In 2020, Fantic acquired the Motori Minarelli engine manufacturing facility from the Yamaha Group, the Italian plant was formerly a subsidiary of Yamaha Motor Europe where two-stroke engines were made. Today, Fantic Motor is independently operated out of its headquarters in Santa Maria Di Sala (VE), Italy, and it produces motorcycles, e-bicycles and other electric-powered things that go. 2025 FANTIC MODELS The 2025 Fantic XE300 is a premium option aimed at the hard enduro crowd, and comes with a premium price tag. MSRP (pending tariff madness) is $11,599. The XE300 two-stroke off-road model is aimed squarely at the hard enduro crowd looking for a premium option. The 293cc square two-stroke engine is fuel and oil injected. It features electric start, two engine maps and 10 levels of traction control settings. The chassis will look very familiar to many with its frame and swingarm sourced from Yamaha. Suspension is KYB with the 48mm SSS fork up front and KYB shock out back. The XE300 carries a premium price tag to match, with an MSRP of $11,599, directly on par with the KTM 300XC-W. The XE300 is fuel injected with a separate oil injection system. Engine map and traction control options can be selected at the handlebar. Lots to love here… Accompanying the XE300 two-stroke is the XEF250 TL. This 250cc SOHC four-stroke model is aimed at entry-level and novice riders looking for an approachable and easy-to-ride trail bike. The steel frame and suspension components, including the 43mm inverted fork, are all Fantic-made. The engine is liquid-cooled, fuel-injected, and features a 2.0 gallon fuel tank. Although it’s not as hard core as its travel partner, the XEF isn’t exactly a budget bike either. At an MSRP of $6,499 it aims to fill a niche void in the off-road market, the casual competitor looking for a premium option. The 2025 Fantic XEF250 TL is aimed at the “casual competitor” looking for a premium trail bike. MSRP is $6,499. Frame and suspension components on the XEF250 TL are all Fantic-made. Look for more on the all-new Fantic USA models coming soon in Dirt Bike Magazine. The post THE FANTICS HAVE LANDED: MORE INFO ON THE 2025 FANTIC XE300 TWO-STROKE AND XEF250 TL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

A NEW MANUFACTURER OFFERING BIKE IN THE USA! Fantic Motors has announced that they will be bringing two models to the United States for sale. A 300cc off-road two stroke and 250 off-road four stroke. That’s exciting news in the off-road industry! It’s never a bad day when a new bike comes to market and gives riders more options to choose from. In this video we share all the details and some information on each motorcycle. We are hoping to get our hands on these bikes and do a complete test for you. ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post FANTIC BIKES ARE COMING TO THE UNITED STATES! appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We’ve got issues. Lots of ’em. And we look forward to sharing each and every one of them with you. Meet the May 2025 issue of Dirt Bike Magazine and catch a glimpse of all the goodies you’ll find inside. New bikes and more new bikes, plus some dream-worthy project bikes. We catch up with Kailub Russell, the off-road legend returning after retirement to race with the boys in blue. Carson Brown takes on Ken Roczen, and taking a look back at the factory two-stroke unobtainium of 1995. Plus lots more. Pick up your May issue on newsstands, or SUBSCRIBE TO DIRT BIKE MAGAZINE here. Like, right now. Just imagine all this goodness going straight into your mailbox, like magic. Or grab a digital subscription (only $9.99/year) and the magic appears in your inbox. Either way, get with the cool kids, dig in and enjoy. BIKES BETA 300RR X-PRO There’s a time and a place for untried technology. Beta believes the time is later and the place is on someone else’s motorcycle. The 300RR X-Pro is as traditional as it gets. KTM 250SX-F FACTORY EDITION Tom Vialle isn’t a household name in most American houses, but you don’t have to know his name to want his motorcycle. GASGAS EX350F When a manufacturer wins a National Championship, it’s a big deal. In the case of the GasGas EX350F, it was already a big deal. HUSQVARNA FE501s HERITAGE DUAL-SPORT This is the motorcycle that many people think of when they say things that begin with “someday.” The FE501s Heritage is the dual-sport bike on top of everyone’s “I want” list. PROJECTS PRO CIRCUIT KX450SR GP BIKE Giacomo Redondi hopes to give Kawasaki its first off-road championship in years. He will have to navigate through a field of orange to do it. PROJECT BIKE SPOTLIGHT Years ago we said the Suzuki RM250 was the best used bike on earth. Years have passed, and now it’s time to make all those used bikes new again. FEATURES KAILUB RUSSELL & YAMAHA Kailub Russell has won more races than any pro off-road racer in the U.S. You would think that would be enough. Not for Kailub. RM85 SHOWDOWN: CARSON BROWN VS. KEN ROCZEN Carson Brown recently took on Ken Roczen in a battle against the stopwatch and a Suzuki RM85. How much was at stake? An undisclosed payment in passion and pride. THE LIFE & TIMES OF HUSQVARNA MOTO Gunnar Lindstrom takes us on a tour through the years and phases that have made Husqvarna the most historic motorcycle brand in the world. WORKS BIKES OF 1995 Thirty years ago two-strokes ruled motocross, but everything else was pretty much the same. Here’s a look at the factory riders, factory mechanics and factory bikes of 1995. AIMEXPO What happens in Vegas doesn’t have to stay in Vegas. We took home an excellent view of products that will be coming to the motorcycle world in 2025 and beyond. OFF-ROAD REPORT Winter is over and off-road motorcycle racing has come out of hibernation. Here’s a coast-to-coast view of who’s winning what. DEPARTMENTS SADDLE KTM and the world MR. KNOW-IT-ALL May 2025 The post Dirt Bike Table Of Contents May 2025 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

“I’m finally doing something with my education!” says Cody Webb. He is, after all, a bona fide mechanical engineer with a Bachelor of Engineering from San Jose State University. The focus of his most recent labor is impressive. It’s a 2025 YZ250X like no other. Cody had joined Yamaha before the start of the 2025 U.S. Hard Enduro season with the express intent of crafting his own race bike using the 250X two-stroke as a starting point. Some riders wouldn’t do anything at all to the bike. It’s only been around since 2016, and it received a long list of changes two years ago. But, the platform for the bike is much older. It has a frame that was originally designed for the 2005 Yamaha YZ250 motocross bike and a motor that goes back even further. Plus, it was never intended to be a hard enduro bike. That world is dominated by European 300cc two-strokes. Some of those bikes are fuel-injected, and all have much more current electric-start motor designs. Cody’s transformation of the YZ250X into a bike that could compete at the highest level in the most demanding off-road event was a big project in a short time frame Cody has two versions of the YZ. For the first race of the year, he ran kick-start version. CODY THINK Cody might not have ever worked in the engineering field, but he’s no stranger to big projects. For his senior project in 2016, he built an electric dirt bike, long before anyone ever heard of the Stark Varg. “It was probably pretty dangerous,” he admits. “But, it didn’t electrocute anyone, and I learned a lot.” After that, he set his diploma aside and worked to earn his third EnduroCross title and the 2018 FIM Superenduro World Championship. Now, he’s balancing family life with racing and trying to stay healthy. For the Yamaha build, the first step was identifying what the bike needed and didn’t need. “I feel like the 300cc two-stroke buzz is fake news,” he said. “I specifically wanted to keep this bike a 250. Yamaha gave me the green light to do anything I wanted as long as it was still blue and kept their logos in place. I did two different race bike builds. This one has the Fisch e-start kit with a lithium battery under the seat. “There was a guy from Japan with an e-start Yamaha 250 two-stroke two years ago at Erzberg, and Yamaha was real secretive about it, but I did get to see the spec sheet. I know that Yamaha’s accessory division is working on one, but it might be too expensive to make it into production. “In testing, I didn’t really have any issue with the cable clutch until I got into that last 5 percent of extreme stuff. When you’re going up nonstop creek beds and rocks, the clutch is going to heat up, and I can’t really pivot. So, on this bike, I have a Magura clutch. On the other bike, I have a Brembo hydraulic clutch. I’m pretty sure I’m the only one in North America with that. The Brembo one works phenomenally, whereas the Magura is almost too light, and that’s kind of a weird feel.” Cody combined that with a pre-production Rekluse clutch, although it’s not based on the automatic version; it’s an updated version of the manual TorqDrive. The power delivery took some hit-and-miss testing. Cody ended up using the Boyesen Rad Valve after experimentation with almost everything available for the Yamaha. That gave him a lot more torque right off the bat, which is really what he was after. Some jetting changes were necessary. The compression was upped with the Two Stroke Performance (TSP) performance head and the medium dome. A company called Hitlis makes a reconfiguration kit for the YZ power valve that makes the power delivery more linear. Cody has the “Woods” setup as opposed to the “Desert” configuration offered by Hitlis. On the bike without the electric start, Cody uses the GYTR flywheel. The electric-start model has additional mass of its own. The exhaust system that Cody finally settled on is the FMF Fatty: “Everyone online told me to run the Gnarly, but I felt it just numbed the power a little. The Fatty is more playful.” FMF made him a special silencer that’s about 2 inches longer than the off-the-shelf version. Transforming the YZ250X into a hard enduro bike was something that Cody spent a long time thinking about, then a very short time actually doing. Fisch Moto sells the electric-start kit for the YZ250 two-stroke for $1090. This bike has the standard FMF silencer, but the race bike has one that’s 2 inches longer. Cody runs a two-battery system for the starter and radiator fan. ENDURO-PROOFING Another necessity for hard enduro is keeping the bike cool. Just upgrading the radiator cap wasn’t enough. Cody got some help from Yamaha to fabricate a mount for the electric radiator fan from a WR250F enduro bike, but had to bypass the automatic off/on switch. His bike uses a total-loss electrical system, and it will run the battery dry if the fan is on all the time. So, he has two separate batteries—one for the starter and another for the fan. He still has to manage when the fan goes on and off through a handlebar-mounted switch. Mounting that battery wasn’t difficult, but he discovered there were some unexpected issues. “I posted a photo of the battery before the King of the Motos, and there were comments that I would have to safeguard it from creating an explosion,” he said. “Apparently, it’s a BLM rule. So, I had to put it in a fire-proof bag.” Cody is very picky about his handlebar and mounts: “I have the Renthal Twinwall 996 bars with XCGear clamps. I’ve injured both wrists now, and the mounts have some cushion to take away some harshness, which is perfect for vet riders like me.” Crash-proofing is, of course, essential. The levers are ASV unbreakable; Yamaha style on the brake side and either Brembo or Magura on the left. Bulletproof Designs makes the radiator guards and disc guard. BRP makes the chain guide, which has reinforced mounts, as well as a Bulletproof protector. The skid plate is an SxS design with the linkage protector. The wheels are the subject of considerable testing. An IRC JX8 Gekkota gummy tire is on a Dubya wheel with a pre-production version of a new Nuetech beadlock system in the rear. There are multiple skinny rim locks every four spokes. A foam material prevents air loss through the spoke holes, so with sealant and a half-mousse, Cody can run without a conventional tube. In front, he has a Nitromousse with a non-gummy IRC tire. The suspension was reworked by Cody’s long-time partners at Applied Technology with Race Tech Gold Valves. Cody Webb has switched to the Yamaha YZ250X for 2025: “I think the 300 two-stroke buzz is fake news.” The Rekluse clutch is a new manual version that will be available soon. LET’S GO RACING Cody got the bikes from Yamaha on December 13 and had to get them race-ready by January 26 for King of the Motos. Between those two dates, he let us take the e-start version for a spin. First of all, starting a Yamaha two-stroke by pushing a button is going to make anyone smile. The electric motor spins the engine at a crazy-fast rate, so it pops to life instantly. As far as riding, it’s not like any Yamaha two-stroke we’ve ever ridden, but it’s certainly not like a Euro 300, either. Where the stock YZ has a slow ramp-up and a hard hit, Cody’s bike is much more linear. Compared to a 300 KTM or Beta, though, it’s much more playful. There’s just enough of a kick to be fun, even on a motocross track. But, most of the feats that Cody performs are just absurd. We have no appetite for hopping from one gigantic boulder to another or riding straight up vertical hills. Cody makes all that stuff look absurdly easy. For him, it probably is. We will take his word that the bike is amazing in those situations. It certainly looks that way. The post YAMAHA TWO-STROKE PROJECT: CODY WEBB’S E-START YZ250X appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

WE TOUR INSIDE KTM/GASGAS/HUSVARNA HQ! ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post KTM/GASGAS/HUSQVARNA BUILDING TOUR – DIRT BIKE VLOG 30 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Have bike, will travel to race Dirt Bike Magazine test rider and Red Bull Motorsports athlete Carson Brown will race anyone, anywhere, anytime on just about anything with two wheels! Carson has teamed up with Red Bull to produce the “ERA” video series where he races some of the sport’s most iconic racers on some interesting two-strokes. We caught up with Carson to talk about how his KX125-fueled grudge match with recently retired Kawasaki factory rider Adam Cianciarulo. This 2005 was purchased by Carson’s wife, Claire, off Facebook Marketplace. And like most bikes bought off Marketplace, he took it out and blew it up immediately! Right after that, Carson got a call from Adam Cianciarulo saying he wanted to do an “ERA” episode on a KX125. So, he and his crew went into action to make magic happen. Test rider Carson Brown at the controls of his 2005 KX125 “ERA” project. The suspension went off to Pro Circuit, where Luke Boyk gave it a lot of internal upgrades, the chassis received some much-needed TLC, and a new Athena KX144 big-bore top-end kit was acquired from MotoSport and installed. Another Dirt Bike Magazine test rider, Jared Hicks from Backyard Designs USA, designed a Chevy Trucks-style graphics, giving it some early 2000s factory-team vibes. With the bike completed, it journeyed across the country from Washington to the famous Florida sand of Pax Trax MX. Race-matchup-wise, on paper, Adam Cianciarulo is clearly the more decorated rider when it comes to AMA championships. But, it might come as a surprise to everyone that, even though Cianciarulo was on Kawasakis almost his entire life, he had limited amounts of seat time on a KX125, going straight to a 250 four-stroke after his Supermini two-stroke racing days. Carson, on the other hand, has probably logged more hours on the KX125 two-stroke platform than most people, and still actively rides one today and can make anything with two wheels go fast. Each rider threw down three hot laps with only the fastest lap counting towards the overall victory. In the end, only three seconds separated Adam’s and Carson’s times! If you want to see who won, head over to Carson Brown MX’s and Dirt Bike Magazine’s YouTube channels for more action of this KX125 two-stroke. ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post TWO-STROKE PROJECT: CARSON BROWN’S 2005 KAWASAKI KX125 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Lectron is giving $100 off any carburetor purchase. All you have to do is use promo code 2STROKESMOKE-WB. The Wiseco 2-Stroke World Championship will, for the 3rd year in a row, be livestreamed on our YouTube Channel on April 19th starting at 11:00 am WST. The last few years, we have had well over 200,000 views to enjoy the nothing but smoke event at Glen Helen. With Lectron being a strategic partner for the 2-Stroke National, they are offering a killer deal of $100 bucks off any Lectron carburetor purchase! Just use promo code 2STROKESMOKE-WB at checkout. Dirt Bike own Mark Tilley will be in the booth giving you the play-by-play coverage. The entry list is heating up. Right now we have riders signed up in the Open Pro class such as offroad phenom, Dante Oliveira, Dare Demartile, Darryn Durham, Derek Drake, Robbie Wageman, Blayne Thompson and Carson Brown. In the 125 Pasha Pro moto we have Robbie Wageman, Patrick Evans, Josh Mosiman, Sean Lipanovich and more. The entry list for a race like this has been interesting in the past. We have had races show up like Jeremy McGrath, Ronnie Mac, Mike Alessi, Carson Brown, Trevor Stewart (who is entered to race) and Josh Grant. Below are some of the highlight racers from the past. Ronnie Mac came out thinking he was going to blow the doors off the competition, but he said he couldn’t get the jetting right on his screaming eagle CR250. Josh Grant raced on a Twisted Development YZ250 a few years ago. Twitch took a break from freestyle to join the smoke revolution. WATCH THE 2025 2-STROKE WORLD CHAMPIONSHIPS LIVE FROM GLEN HELEN APRIL 19TH Tyler Bowers was another brave soul to race the KX500. Mike Alessi has raced the 2-Stroke World Championship a few times. Zach Bell raced this KX250 smoker with the number 1 plate at the 2-Stroke World Championship in 2019. Of course, the old guy who beats most of the young guys is Mike Brown. Sean Collier was dangerous on his KX500. 2024 2-STROKE WORLD CHAMPIONSHIP LIVESTREAM The post 2-STROKE WORLD CHAMPIONSHIP LIVESTREAM FROM GLEN HELEN // LECTRON $100 OFF ANY CARB PURCHASE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

A short story of the Honda XR650L dual-sport motorcycle in a long lifespan In 1993, the Dirt Bike staff raced a nearly stock XR650L in the Baja 1000. The 32-year history of the Honda XR650L can be fit into a very brief summary: It arrived in 1993. It’s still here. The XR is an accountant’s dream bike. It was assembled mostly from existing parts, and for more than three decades nothing has changed—no new tooling, no new parts, no new part numbers. It’s a page right out of the Volkswagen Beetle playbook. Honda changed the color from red to white and back to red a few times. There were also a few details that changed in its second year, but it truly is a living fossil of a motorcycle. The seeds that generated that 1993 model, however, can be traced back another 20 years to the very birth of the Japanese dual-sport bike. The bike that Scott Summers used to collect five GNCC championships was the dirt-only XR600R, which was mostly unchanged from 1988 until it was discontinued in 2000. 1972: The Honda XL250 was released. In a massive ad campaign, JN Roberts was pictured flying over a sand dune in all the popular print magazines. Even though Honda had a long history of scramblers and minis, this was the company’s most serious dirt bike. It was street-legal, but at the time, there were plans to introduce a motocross version, and Gary Jones was hired to ride it. That program was eventually abandoned in favor of the CR250M two-stroke, but in the Honda history book, the XL250 was the start of what we now call dual-sport bikes. It was joined by an XL350 in 1974. 1979: Honda’s dual-purpose line expanded and the XL500S replaced the XL350. It was a much bigger motorcycle, and you can begin to see a resemblance to the present-day XR650L motor. Honda also released a dirt-only version called the XR500R—that was the first bike carrying the XR designation. Both had 23-inch front wheels. In 1972, the Honda XL250 was introduced. Prior to that, Honda’s most dirt-capable bike was the SL100/125. In 1979, Honda produced the all-new XL500S. Today, they can still be seen in use, although the 23-inch front wheel never caught on. 1981: Honda went a little nuts with a sweeping redesign of all its dirt models. The CRs and XRs all were reconfigured around the Pro Link single-shock rear suspension system. The XRs remained air-cooled while the motocross bikes got liquid-cooling. The 23-inch front-wheel concept was abandoned. 1982: The XL500S dual-sport bike was updated with a version of the XR500R Pro Link chassis. It had less suspension travel, a steel fuel tank and different overall styling than the XR. 1983: The XL was completely redesigned and punched out to a 589cc. This motor was the first version of the present-day XR650L. It incorporated the Radial Four-Valve Combustion Chamber (RFVC). That year, the XR remained a 500 and was joined by a 350. 1985: The XR got the 589cc RFVC motor, and both the XL and the XR grew a second carburetor. That system was abandoned two years later. Honda executives thought the 2000 XR650R was the platform for the future. It replaced the dirt-only XR600R, but was quickly overshadowed by four-stroke advancements that came rapidly in the 2000s. 1988: Honda lost its corporate mind and discontinued the XL600. Instead, the NX650 arrived. It used an electric-start version of the RFVC motor with a longer stroke and no kickstarter at all. The chassis and styling were inspired by the Dakar Rally with a larger fuel tank and a frame-mount fairing. The rally-raid look was a European craze at the time, but Americans just didn’t get it. The NX was discontinued after two years in the U.S., but remained in Europe where it was called “The Dominator.” The XR600R remained, but now with a single carburetor. 1993: Honda took the dirt-only XR600R chassis and gave it the NX650 motor. The XR650L was born. ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post THE LIFE AND TIMES OF THE HONDA XR650L appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Mark Samuels takes us through the SLR Racing Honda SCORE race bike Since the beginning of time, Honda’s Baja effort has been a strictly in-house effort, but Mark Samuels (SLR Racing) and the crew at San Diego Powerhouse have changed all that. Although Honda is still a part of the entire process, the program is now managed by Mark Samuels and Bobby Young. 1. The Squadron light setup on this bike is from Baja Designs but will only be on the bike during the day and early evening, being switched out for a dual LED Baja Designs unit for the night portion of the race. 2. SLR uses the proven Dunlop Desert AT D739 rear tire and the all-new AT82 Dunlop in the front. 3. Gray in color, the Nitromousse Platinum is designed to give the rider a feel that is equivalent to a tube filled with 10–12 pounds of pressure but with 100-percent flat-proof technology. 4. Acerbis’ full-coverage skid plate and Acerbis’ lightweight, MX-style, plastic Uniko handguards are all about full protection of the rider and motorcycle. 5. The team uses white, standard, full-waffle ODI grips that feature a soft compound and ODI Podium Flight handlebars. 6. A complete Hinson billet-proof clutch system for the CRF450X is a great upgrade from stock, CNC-machined out of T6 billet aluminum that is then Akadized for five times the wear resistance. 7. The Dirt Tricks rear sprocket was designed and patented by Dirt Tricks president and engineer Greg Burns using his knowledge of aerospace steels, heat treatments, as well as FEA stress analysis to be lighter and stronger than anything else on the market. ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE Ryan Pursley and his son Brandon at Throttle Syndicate worked together with SLR to come up with a very clean, factory-looking custom graphics kit that showcases all the team’s sponsors. A Scotts steering stabilizer on top of a BRP mounting kit has been a part of Honda’s Baja setup for decades because they stand up to punishment and come back for more. An IMS 3.0-gallon tank fitted with a quick-dump system almost doubles the OEM fuel capacity and can be filled completely in less than 10 seconds. IMS is another company that has been a part of the Honda Baja effort for many years, and there’s a reason for that—they make a quality product that works great! Shark-fin rear disc guards have come a long way since Ty Davis first invented the two-piece design. The Zip-Ty Racing fins are made from 78,000-psi Zycral, hard-anodized, light like titanium, and tougher than A56 steel. The Pro Circuit T-6 complete exhaust system on the Honda factory machine is very similar to what Pro Circuit offers to the general public with some slight upgrades in key areas for protection and performance. The post PROJECT BIKE SPOTLIGHT: BAJA 1000-WINNING SLR HONDA CRF450X appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The fourth round of the Rocky Mountain ATV-MC WORCS Racing Series took place at E Street MX Park in Marysville, California, over the April 12-13 weekend. The course, stretching just over six miles, featured single-track trails through the woods, high-speed sections, and even a water crossing through the Yuba River, all very familiar terrain to hometown favorite and overall winner Dare Demartile. The Factory Beta rider delivered a masterclass in the 450 Pro class, taking a wire-to-wire win to boost himself in the championship battle, now sharing the points lead with Tyler Lynn. Tyler Lynn gave it everything he had to run down Demartile, but the SLR Honda rider was forced to settle for second. Photo: Connor Moore Demartile snatched the holeshot off the start and never looked back. By the end of the first lap, he had already built a 10-second lead over SLR Honda’s Tyler Lynn and continued to widen the gap. Despite Lynn’s best efforts—pitting a lap earlier and narrowing the lead to under 20 seconds—Demartile responded with a hot lap shortly after his pitstop and extended his advantage to over 40 seconds, leading wire-to-wire in front of a hometown crowd. A battle for the final podium position raged behind them. Pro Circuit/Precision Coatings Kawasaki’s Giacomo Redondi, challenged Lynn early on for second, but had his hands full fending off SLR Honda’s Ryan Surratt for third. A costly last-lap error slowed Redondi enough to allow Surratt to close in, slipping by the Italian to claim third and join his Honda teammate on the podium. Redondi and Anthony Ferrante rounded out the top five. A strong finish allowed Ryan Surratt to make a last-lap pass to claim the final 450 Pro podium position. Photo: Connor Moore FMF/RPM Racing KTM’s Mason Semmens continued his dominant season with another masterclass in the 250 Pro division, cruising to victory by a margin of nearly three minutes. His best lap was over 12 seconds faster than any other rider in the class—an emphatic statement from the points leader as he remains unbeaten in 2025. Behind him, the race for the remaining podium spots kept fans on the edge of their seats. Colton Aeck held second for most of the race aboard his Hatch Racing Kawasaki KX250, fending off surges from behind. However, a late charge from FMF/RPM Racing KTM’s Noah Gordon brought the gap to just over a second as the checkered flag waved, with Gordon settling for third after an intense two-hour battle. FMF/RPM Racing KTM’s Mason Semmens is still unbeaten in the 2025 250 Pro class. Photo: Connor Moore The fiercest duel of the race came between Gordon and Kawasaki-mounted Jake Alvarez, who traded positions at least five times throughout the moto. Gordon ultimately prevailed in the duel, bringing the riders to a tie for second in the standings. Jake and his brother Tristun Alvarez completed the top five. Northern California riders put on a show in the Pro-Am class, with local talent rising to the occasion on familiar soil. Lane Lorenzo was untouchable aboard his GasGas, dominating the field for his first win of the season. Carter Klein, who had swept the previous rounds, settled for second for the first time in 2025. Gavin Bentley secured third after Jaxson Tully was forced to retire early due to a blown clutch. Tully is expected to return strong at Glen Helen. In Saturday morning’s 125 Pro race, the action started with chaos as Travis Damon tangled with another rider off the start and went down hard, injuring his finger. He remounted his Perry Concepts Racing Yamaha and powered through the pain, pushing from the back of the field. The Alvarez brothers once again delivered a thrilling race for the top spot on their Perry Concepts Racing KTMs. Jake initially held the lead but had to pit, allowing Tristun to reclaim the front position and take his second win of the season. With both brothers now sitting on two wins apiece, their rivalry sets the stage for a dramatic showdown at Glen Helen Raceway. Results: worcsracing.com The post 2025 WORCS RACING RESULTS: ROUND 4, MARYSVILLE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The rain held off and Red Bull KTM Factory Racing’s Chase Sexton recovered from a first turn tangle and then put on an impressive charge to win Round 13 of the Monster Energy AMA Supercross Championship. The Philadelphia Supercross victory tightened up the points as the final four rounds of the season promise to be thrilling. “It’s time to make or break. I felt great all day, and that’s how you do it: one, one, one, one [fastest qualifier in both sessions, heat race win, Main Event win]. I’m looking forward to the next race, but today was awesome. Good, dry track, not like last weekend, and I’m feeling good on the bike. It’s been fun and today was a good step in the right direction.” – Chase Sexton RESULTS CHASE SEXTON COOPER WEBB KEN ROCZEN MALCOLM STEWART JOEY SAVATGY 450 CLASS VIDEO HIGHLIGHTS ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE In the second of three 250SX Class East/West Showdowns in 2025, Cole Davies (west) established himself as the fastest 250SX Class racer with a statement ride over top competition. Monster Energy Yamaha Star Racing’s Haiden Deegan, the points leader in the Western Divisional 250SX Class, finished in second. Deegan pushed his way into second late in the race and was unable to mount an attack for the lead. Rockstar Energy Husqvarna Factory Racing’s RJ Hampshire grabbed the Holeshot when the race was re-started due to a red flag after Daxton Bennick went down. Hampshire led the early laps of the race and finished as the top racer in the Eastern Divisional 250SX Class; the finish moved Hampshire into a points tie with Monster Energy Pro Circuit Kawasaki’s Seth Hammaker, who earned fourth place in his home race of Philadelphia. “I literally grew up watching all the guys that I’m racing right now. It’s a big stage out here, a lot of people watching, but I just focus on myself. Two in a row, I’m stoked. It’s been a long journey to get where I am. To Will – you get to keep your hair, mate. That’s two. So he gets to keep his hair, doesn’t get shaved, so he’s safe. I’m stoked, big thanks to the whole Monster Energy Star Racing Yamaha team and my mechanic Lach [Lachlan Mills]. We’ve been putting in the work… The whole group around me is just very, very good and striving to be the best they can. So I’m just stoked for everyone around me.” – Cole Davies, on the podium. 250SX Class podium (riders left to right) RJ Hampshire, Cole Davies, and Haiden Deegan. 250 CLASS VIDEO HIGHLIGHTS ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE POST RACE PRESS CONFERENCE ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post 2025 PHILADELPHIA SUPERCROSS RESULTS & VIDEO HIGHLIGHTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

BETA 450RC TEST VIDEO and IMPRESSIONS ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post 2025 BETA 450RC CROSS COUNTRY TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2025 GNCC The Old Gray | XC1 & XC2 Pro Highlights + Rider Interviews! Round 5 of the 2025 GNCC series brought the action to The Old Gray in Monterey, Tennessee—one of the most unique and scenic venues on the tour. The racing was intense as FMF KTM Factory rider Ben Kelley powered to the overall victory, topping the XC1 class. Hot on his heels was XC2 standout Grant Davis, who not only dominated his class but also finished an impressive second overall. Don’t miss the highlights from one of the most exciting rounds of the season! GNCC Coverage Sponsors: FXR Racing: www.fxrracing.com D.I.D Chains: www.didchain.com The post 2025 GNCC The Old Gray | XC1 & XC2 Pro Highlights + Rider Interviews! appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Ready to make a little history of its own Last year Josh Toth became the first rider to win a GNCC overall from the second row, and he did it on a Honda CRF250RX. It was a milestone in GNCC history, but should we be surprised? Probably not. Kailub Russell won a number of overalls on a KTM 250XC-F from the first row, where it was wall-to-wall 450s. It just took a convergence of the right rider, the right bike and the right event to make it happen at the General GNCC in Georgia. The real surprising part is that 250s don’t beat the 450s every time. In the mud, ruts, rocks and trees that are the norm in GNCC racing, you don’t have that much space to let a 450 get up and run. That’s why Honda made the 2025 250RX a priority for 2025. It should be the bike of choice in eastern off-road racing. You can stall the CRF250RX if you try, but the cough-and-die syndrome isn’t something you have to worry about. THE FORMULA This is the cross-country version of the CRF250R motocross bike that was introduced last fall to overwhelming approval. It got all the same updates. The most significant of those is a new, more rigid frame. Honda engineers also paid attention to how and where the subframe connects to the main frame (in a more centralized location) to reduce energy transmission from the rear of the bike to the front. The fork, triple clamp, steering stem and linkage are also more rigid, and then there are considerable suspension changes to compensate. In the power department, the R and the RX both got a more free-breathing airbox, a new exhaust pipe and new mapping. It also has a more rigid crankshaft. These days, cross-country race bikes put a lot of emphasis on the word “race,” so most motocross bikes and off-road bikes are more closely related than ever. The RX got the SCHMOKT treatment (Suspension, Capacity, Handguards, Mapping, O-ring chain, Kickstand and 18-inch Tire). Outwardly, you can easily spot the RX because the R’s 1.6-gallon titanium fuel tank is replaced by a 2.1-gallon plastic tank. And, of course, it has a kickstand and the 18-incher in back, complete with a Dunlop Geomax AT81 tire. Going a little deeper, the suspension is significantly different. It’s softer than the R model, using what are essentially the R’s optional soft springs as standard equipment. On top of that, the valving stack is off-road-specific, and for 2025, there are a number of detail changes, like new seals and a different valving configuration. Unlike the CRF450RX, the 250 has a cable clutch. Does it need hydraulic actuation? No. The star of the off-road show, though, is mapping. The Honda has a map switch on the left side of the handlebar that gives you three different power modes. One flash of the LED light is the standard map. Hold the button down for two flashes and that’s the mild power delivery. Three flashes is aggressive. You also have a button for traction control; you can choose between three different levels there as well. And, if you hit the starter button while the engine is already running, it activates launch assist. Again, three levels are available. All of the electronic power delivery aids are different from those of the motocross bike. What aspects of the RX are the same as the MXer? Almost everything else, but most notably the five-speed gearbox, the muffler and the frame. The Honda gained a little weight for 2025. It’s now 231 pounds without fuel. That’s 8 pounds more than the motocross version. TRAIL BIZ For trail riding, the Honda CRF250RX has the best off-road power delivery of all the cross-country 250 four-strokes. That’s saying something, because 250 four-strokes, in general, have super-broad, smooth powerbands. You can tell it’s a blood relative of the CRF250R because that bike has excellent bottom end. If you check out the dyno chart in our “250 MX Shootout” in the February 2025 issue, you can see it clearly. The Honda is the horsepower and torque king below 7000 rpm. That doesn’t necessarily help it on a motocross course where you rarely dip down that low. On the track, all of the bikes are more typically bumping off their 14,000-rpm rev limiters. On technical off-road trails, though, 7000 rpm is where you spend most of your time, and the RX is excellent down there. It’s smooth and has no tendency whatsoever to stall, cough or flame out. When the trail opens up and you can get on the gas, the RX pulls almost as hard as the motocross bike. In fact, the aggressive map on the RM feels almost exactly like the standard map on the R. If you get into a drag race against a motocross 250, the RX might have the slightest disadvantage. Peak power is about 3–4 horsepower shy of the fastest bikes in the class. But, the power down low is so sweet and gentle that it more than makes up for it. And, it will rev forever. You might think that you have to shift a 250 more often than a 450, but that’s not the case. The operating zone for riding a 450 off-road is actually very narrow. If you rev too much, you have a monstrous and unmanageable surge of power. Too low and you’ll flame out. The 250RX, on the other hand, is free to operate at any rpm level. With just a little clutch work, you can ride all day in one gear. The clutch, by the way, has a super-easy pull. Unlike the Honda 450, it’s a cable clutch, and accordingly it will fade if you abuse it too much. If you’re determined to install a clutch slave cylinder on the 250, it would require machine work and a lot of determination. It isn’t like Yamaha, which offers a hydro clutch as a bolt-on accessory. The fact that the RX has the exact same five-speed gearbox as the motocross model shouldn’t worry anyone. The overall gearing and spread between ratios are perfect for trail riding. All too often, manufacturers overthink off-road gear ratios and try to install a granny gear at the bottom. Most riders never use that gear in a normal trail ride. We would, however, love a tall sixth gear on top just so the motor isn’t buzzing when it’s time to cover ground on a fire road. The 2025 Honda CRF450RX sells for $9999. THROUGH THE WOODS We historically like the way the Honda 250 handles, both on the track and on the trail. Even though it has always used the same frame as the 450, the two bikes have very different personalities. Last year, the 450 had a temper. If you got out of shape, it was difficult to reel in. We never felt that way about the 250, which was always sweet and well behaved. The frame changes for 2025 were primarily aimed at the 450, and the 250 was swept along for the ride. A more rigid frame doesn’t sound like a good move for a 250 off-road bike. No worries. Chassis rigidity is a complicated subject, and the new frame flexes almost as much as ever on a vertical plane. It’s still a fairly plush bike overall. As usual, off-road suspension has an impossible mission. What works in the woods at 15 mph can’t work in the desert at 50 mph. Accordingly, the Honda CRF250RX is about right for a biggish rider (170 pounds) riding at a moderate trail pace (24 mph). It’s going to be too soft for motocross or desert and too stiff for light riders on tight trails. It will always be well balanced and free of wicked tendencies. The motocross bike gets the cool-looking titanium fuel tank, whereas the RX has a somewhat awkward-looking plastic tank. You surrender style points, but you do get 2.1 gallons of capacity. The 18-inch rear rim has a Dunlop Geomax AT81 tire, which has excellent flat resistance. Honda’s OE handguards have better protection than almost anything on the aftermarket. WHAT YOU SHOULD WANT The 250RX is an excellent platform for a general-purpose off-road bike, and it can still be raced. That’s a combination that’s hard to find. At the extreme ends of the off-road spectrum, the RX isn’t necessarily unbeatable. If a hard enduro is on the agenda, a 300 two-stroke is still the king. And, on a high-speed GP course, a 450 MX bike is hard to beat. But, the CRF250RX can at least make a showing in each of those environments and everything in between. That’s versatility, and that’s the very definition of what an off-road bike needs to be. The post 2025 HONDA CRF250RX CROSS-COUNTRY OFF-ROAD TEST RIDE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

A full serving of the Honda 450 with an extra helping of Jett sauce Be happy that talent can’t be bought. If it could, then motocross tracks all over the world would be filled with guys named Bezos, Musk and Gates. It would be a terrible sport for spectators and riders alike. With that in mind, Honda has released the 2025 CRF450RWE, aka ““Works Edition, aka “Jett’s Jett.” The guys at Honda aren’t dumb. They know that they have something special in Jett Lawrence and are hoping to sell a little bit of it to the public. Thus, the RWE has the look of a factory Honda and some of the parts that make it special. It can’t make you ride like Jett, but it can certainly help you look the part. To be fair, the Honda RWE’s history goes back to 2019, long before the Jett age. Back then, it was made to capitalize on Ken Roczen. It was also designed as a counterpunch to the KTM 450SX-F Factory Edition. The KTM, however, started with a very different genesis and motivation. In 2012, it was seen as a one-time move to get the latest motocross bike into the hands of newly signed Ryan Dungey. AMA homologation required 400 bikes, and that number sold quickly and for a good price, so it became an annual tradition. Today, almost everyone sells special editions, not so much as a means of giving their race teams any kind of advantage, but rather as a tribute to them. The Honda CRF450RWE gives you the look. The speed is up to you. THE WORKS TREATMENT So now the 2025 Honda CRF450RWE has arrived, but as far as AMA homologation rules are concerned, it’s the exact same bike as the standard 2025 CRF450R. Honda started there and then put together a package of upgrades designed to give it the works look: • Hand-polished cylinder head ports • Hinson clutch basket • Hinson clutch cover • Twin Air filter • Throttle Jockey graphics • D.I.D DirtStar LT-X rims • Yoshimura exhaust system • Kashima and titanium-oxide-coated lower fork tubes • Re-valved suspension • RK gold chain • Revised ECU settings • Black triple clamps You also get an upgraded price. The 450RWE sells for $12,599, which is $2900 more than the standard version. For the balance sheet that you probably are seeing in your head, here are some aftermarket prices to get you started: Yosh RS12 exhaust system, $1089; Hinson clutch basket, $299; Hinson clutch cover, $199; head porting, $400. The suspension upgrades are hard to put a number on because they typically come with personalized valving, which you might need anyway. Plus, Honda doesn’t put the stock parts in a milk crate for you, so if you are trying to justify the price to your parents or spouse, give up now. You pay extra for an unquantifiable cool factor and the hope that some Jett magic will come with the bike. The rims on the RWE are an upgraded version of the D.I.D DirtStars. At the Honda factory, the head ports are hand-polished. No reshaping of the ports or actual removal of material is performed. If purchased separately, the Yoshimura RS12 exhaust system is over $1000. There’s no question that the works treatment makes for a better Honda. The power and the suspension find a better place on a bike that’s already outstanding. UNDER THE HOOD To back up a little, the bike under the RWE makeover has some substantial changes for 2025. The standard CRF450R got a new, more rigid frame, as well as some more rigid parts in the linkage, fork and subframe. The airbox and intake were completely revised to provide a straighter shot into the throttle body and eliminate the upside-down filter along the way. The Nissin front brake caliper is new, and all the bodywork was redesigned to provide a little more gripping surface for your legs. Even before the RWE’s re-valving and premium coatings came into play, the suspension got some mechanical changes. Same goes for mapping. The standard model had changes, and those were further altered to support the pipe and port polishing for the RWE. For the standard bike, all that added up to what we consider the best Honda CRF450R in 17 years. Honda has long been hunting for an identity for this bike. At times it has been preposterously powerful and virtually unrideable. Other years it has been a virtual enduro bike. All along the way it has had very quick steering that teeters on being downright nervous. For 2025, the standard Honda had the best combination of all. It gained power over the 2024 model (one of the enduro bike years) and the handling settled down. Best of all, the suspension was right on the nose for a typical sportsman rider—an intermediate in the 175-pound range. At $12,599, the Honda CRF450RWE is the second-most expensive 450 motocrosser from any mainstream manufacturer. Only the Kawasaki KX450SR is pricier. GIMME THE WORKS When you ride the RWE back to back with the standard version, there’s a bigger difference than you might imagine. First of all, there’s a distinct improvement in power. It’s still all about low to mid-range, but with the pipe, porting and mapping, it’s all more linear. The surge down low is smoother, and on top when the power tapers off, the end isn’t a sharp decline. It tails off and gives you a moment of extra time to find that new gear. It still works best to shift early and take advantage of all that low-end power. The Honda makes more torque below 6000 rpm than any motorcycle on the track. On top of that, the mapping is smooth, and free of pops, coughs and hiccups. You can safely ride the bike at low revs without the fear of stalling. You still have to be ready on the clutch just like any other 450 motocross bike, but if you’re careful, you don’t have to do all your braking with the clutch in. On a side note, we still love the Nissin hydraulic clutch. The Honda always needed this, going all the way back to 2002. The engagement is predictable and the pull is reasonable. The standard 450 has this as well, even though the standard CRF250R doesn’t. There is also a noticeable difference in suspension, although it’s not what you might think. Mechanically, the fork and shock are the same as those of the standard edition right down to the spring rates. The valving is different, and both the fork and shock surfaces have Kashima and titanium nitride coatings. On the track, you get the initial impression that the suspension is softer. That’s because the fork in particular has less friction and moves more quickly. This can feel like more dive under braking. We compensated with more damping, bumping up both compression and rebound. The only riders who might have issues with the standard settings are those who are on the faster/heavier end of the bell curve. Those riders are precisely the ones who are in the target market for the RWE. Overall, though, the suspension for this bike, like the stocker, is outstanding. The new frame removes some of the lateral flex that gave the 2024 model a reputation for nervousness. Now, the Honda turns and handles as well as ever, but you don’t get the occasional “what was that?” On the pro level, Jett and Hunter started the season chasing settings for the new frame. That was probably because they had already cured the frame-flex issues, and now they have to start all over again. For the riders in the real world, the new chassis is nothing but better. BE A JETT The bottom line is that the standard 2025 Honda CRF450R is a great bike and the RWE is just a little bit improved. Whether or not it’s a $2900 improvement is a question that you and your banker can deal with. The Honda CRF450RWE is motocross jewelry that exists at the elite level of the sport. If you believe that buying one is somehow going to save money, then congratulations, you win the award for best attitude. And, your prize is one of the best-handling and coolest-looking bikes in all of motocross. The post 2025 HONDA CRF450RWE WORKS EDITION REVIEW – FULL TEST RIDE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

GASGAS EX350F TEST ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode ARVE The post 2025 GASGAS EX350F TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Exploring the difference between aging and aging well On January 18, 2025, Eli Tomac wrote his name into the history books yet again. By winning at San Diego, he became the only rider to win at least one Supercross in 11 consecutive seasons. He further solidified his position as number two on the all-time win list, and he also moved up the list of the oldest riders to win a main event. At 32 years of age, he is now number five behind Justin Brayton (age 33), Mike LaRocco (age 33), Chad Reed (age 33) and John Dowd (age 32). Back in 1991, Jeff Ward won the Oklahoma City Supercross at age 29, setting a record at the time. That year, Dirt Bike Magazine ran a story that explored the effects of age on racing and how best to achieve a long, healthy career in the saddle. We interviewed “Wardy,” Malcolm Smith, Jeff Spencer and Dr. Herman Falsetti. Here, we present that piece in our ongoing series of stories that never grow old. Chad Reed won his last Supercross at age 33. THE CLOCK NEVER STOPS It’s scary to watch yourself getting older. It’s funny at times, too, realizing how hard it is to keep a respectable pace until the end of a race or even a challenging trail ride, or how it takes a little bit longer to get up after a good get-off. Not everyone laughs inside their helmets at their fading performance. Some worry, some get mad and a few never really have to give it much thought because they do what it takes to ride as fast as they’re physically able for as long as they want. This is about staying fast. When you learn what the experts in the medical and sports fitness fields have to say on the subject, as well as the secrets of older riders out there, it might change more than how you ride; it could change the way you live. Justin Barcia had just turned 31 when he won his most recent 450 main on April 22, 2023. HOW BAD AM I, DOC? Jeff Spencer, training adviser to many of the most successful and best-known motocross stars of the past decade, hit us with a few unsettling facts right off the bat: “We’re slowly destroying our bodies almost from the time we’re born. Though serious injury at an early age can create lasting problems that limit physical performance, children have a tremendous capacity for self-repair that tapers down with time. Their bodies are cell-making factories, so repairs to any growing part are normally fairly quick and complete. At age 21, when growth stops, the factory shuts down. The body still has an impressive capacity to heal itself, but wear becomes a factor, especially non-regenerating parts of the body, such as joints. Anyone who rides is familiar with the stress on joints. It’s worth noting that, except for crash-related joint injuries, running is more punishing to the joints than riding. “By age 30, you’re losing bone material and muscle tissue. You’re using both, but your body isn’t making any more. The heart is a muscle, so the losses the body suffers affect the cardiovascular system as well as general muscular strength. Riders at this age may notice a reduction in flexibility and also as the ligaments become less elastic. “All items I mentioned describe the typical effects of aging that nature hands out to everyone, but we often do some additional damage of our own. Most people recognize that the injuries we sustain affect our comfort and physical performance limits, but they ignore the impact of general lifestyle habits, which are just as important. Diet, exercise and environmental factors make a daily positive or negative contribution to our general well-being.” Eli Tomac is accumulating records with every ride. He has won at least one Supercross in each of the last 11 seasons. THAT BAD? WHAT CAN I DO? Fortunately, aging doesn’t have to be a grim, joyless process. It’s not nearly as crippling as it sounds, either. Dr. Herman Falsetti, director of Health Corp, one of the country’s leading sports fitness/wellness clinics, furnished us with a report from Exercise Physiology, which indicates that overall performance in physically fit humans diminishes at just 1 percent per year after age 25. Performance loss jumps to 2 percent per year in physically active humans after age 60, but even that’s barely noticeable. Dr. Spencer was quick to point out that everybody’s system can be protected from aging, and it’s not difficult, time-consuming or expensive to do. A sensible approach to diet and exercise is all that is needed. Even more encouraging is the fact that you can reverse the effects of years of bad habits, but only if you exercise and eat right. One or the other won’t do it. Don’t expect to live a long and healthy life if you eat fast-food meals or snack on junk food every day. Even if you ride two 45-minute motos daily, your arteries will look like a kitchen drain choked with bacon fat, and your heart will give up trying to push blood through the clogs. You might live pretty long if you eat properly, but regular exercise is a must if you plan to avoid injury and heal quickly. The type of exercise you do isn’t nearly as important as doing it regularly. Sudden extreme exercise without an appropriate training buildup or pre-training warm-up is responsible for more injuries than actual sporting activities studied. Don’t expect occasional workouts to do much good, either; they won’t. It’s important to choose training activities that you enjoy enough to do regularly and vigorously. The time investment doesn’t have to be very great. Twenty minutes of continuous, fairly intense activity each day, something that keeps the heart rate above 120 beats per minute, will do the trick for most people. The details of your fitness program can be as unique as you are, but for best results, adults should include the basic guidelines outlined by Dr. Spencer. Jeremy McGrath’s last win came in 2001. He was 29. DR. SPENCER’S TRAINING TIPS FOR RIDING YOUNG Consult a doctor before starting any fitness program, especially if you feel uncomfortable when you exert yourself physically. Always begin any period of physical activity with mild warm-up exercises, beginning with stretching, then advance to a relaxed version of the activity to be performed. Basically, stretch before you ride, then run in place briefly, then hop on your bike and ride slowly for about 10 minutes before gassing it. Until you warm up completely, you can’t ride your fastest anyway, so why risk injury? Flexibility does decrease slightly with age, but inactivity typically robs riders of more flexibility than any function of aging. Keep stretching your muscles and ligaments with proper exercise, and they’ll stay limber and elastic. Avoid compressive or high-impact training activities, like lifting heavy weights or running. Swimming is the best, least harmful training activity. Cycling on mountain bikes or road bikes can be considered second best. It doesn’t offer the full-body benefits of swimming, but it does hone bike-handling skills (especially mountain biking), which can benefit dirt bikers. Running on a mini-trampoline is also very good. Cross-country skiing is great. Riding your motorcycle is good training, too, but a high degree of discipline (the rider must ride hard continuously for at least 20 minutes at a time) and a truly challenging track are required to make this activity useful as training. These new bikes are just too light and smooth-riding to give most of us a good workout! DR. SPENCER’S DIET FOR RIDING YOUNG Ken Roczen will turn 30 this year and is still among the fastest riders alive. Sixty-five percent of what you eat should be complex carbohydrates, like fruits, grains and vegetables. Potatoes are great, but avoid them or any other foods prepared in unhealthful ways like frying or served with cheese sauce. Ten to 15 percent of your diet should be from protein sources, but no more. Proteins are hard for your body to process. Excess protein is not used by your body. Fish and chicken are much better than red meat but, again, the foods are no better than how they’re prepared. Baking and microwaving beat frying from a health standpoint. You’ll get the fats you need (about 20 percent of your total diet) from the other foods you eat. There’s no need, other than as a treat, for adults to eat things like dairy products or any other foods that are high in fats, animal or otherwise. An occasional treat, once or twice a week, won’t do any great harm, and if it makes you feel good so you don’t feel like you’re imprisoned by your fitness program, it’s probably doing more good than harm. Attitude is vital to a successful program. If you get disgusted with training and blow it off, it doesn’t help you. DR. FALSETTI’S PEP TALK FOR KIDS FROM 15 TO 40 “You don’t have to accept the 1-percent-per-year loss in physical performance that nature hands out. We work with many top-10 finishers in world-class competition—several are world record holders—in sports where physical conditioning is as important as it is in motocross, and many of these people are in their late 30s. Train seriously and continuously, and you can cut your performance loss to one-half percent until you reach age 40. There’s no physical reason why someone couldn’t compete at the highest level of dirt bike racing into his 40s, provided he can remain free of injuries that would limit performance. In most sports, older athletes decide to step away from competition for reasons other than their performance, and I would suspect this is true for dirt bike racing also. Riding for pleasure is a different thing entirely, and there’s no limit to how long someone could or should do it. It depends entirely on the individual’s desire to continue with the sport. “Injuries take progressively longer to heal each year after age 25, but healing is just as complete as in youth. Avoid the temptation to return to strenuous activity just because you feel nearly healed. It’s far better to return to normal activity gradually. Some activity is better than none, because healing depends on blood flow to a great extent. When injured, do things that get your blood moving without stressing the injured area, though some light activity, even a massage, is better than none for the injured area. Of course, the better your general health, the better and faster your recovery from injury will be. Your diet can help or hurt your healing performance as much as your general physical performance.” MALCOLM SMITH Beyond “On Any Sunday” Malcolm Smith at the Incas Rally in 1988. The interview below originally was printed in 1991. Some riders have uncanny nerve as their advantage. With others, lightning reflexes or athletic perfection is their edge. Some have hereditary natural skill. Malcolm Smith doesn’t have any of those. His advantage is his smile. It doesn’t take much more than one look at Malcolm’s floppy-eared, farm-boy face to know why he’s starting on his fourth decade of riding and racing motorcycles. “I love it,” he says. You get the feeling he couldn’t possibly tell you anything but the truth. Motorcycling’s most famous smile. That was Malcolm’s true secret for success. At age 50, though, Smith has discovered the reasons he loves motorcycling have changed. “I used to want to win at all costs,” he remembers. “If someone was in front of me, I would do anything to pass him. I just didn’t like getting beat. “Now, I don’t race as often—maybe one or two enduros a year—and I do it just for the experience, the thrill of riding someplace I’ve never seen or challenging myself to finish something. That was always true; that’s why I rode the Six Days. In the old days, it was more of an adventure than a race.” Of course, even though he claims he’s not as competitive as he used to be, the Malcolm Smith of old rears his head once he actually lines up for a race. Two years ago he signed up for the Incas Rally. He said it was to see the country of Peru (one of the few places he had never been) from the seat of a motorcycle. Once the rally started, though, the then-47-year-old Smith consistently worked his way to the front of the pack, overcoming sickness and exhaustion. It was a glimpse of the Malcolm Smith of old, one of the toughest riders to ever sit on a motorcycle. Eventually, he finished fourth overall against some of the best factory rally riders in the world. That’s about as good as he would have expected to finish in his prime racing days. “Once I got out there and started riding, it was hard not to try my best,” he admitted later. His best still is pretty darn good. No one who has ridden with him would contest that if he were to ride the National Enduro series today, he would easily earn AA status. He has proven as much by consistently placing well in the Tecate 250K enduro, one of the few events he makes a point to ride every year. All the country’s current top enduro riders show up there, and Malcolm Smith usually will sneak into the top 20 or so. How have the years affected his riding? “Getting older has affected my attitude more than anything else. My priorities are different now. I want to spend more time with my kids than I did in the old days—that’s the most important thing in my life right now. My family comes first, and riding is something I do when I can. I still enjoy motorcycles as much as ever, but some things are just more important. I consider meeting my wife the luckiest thing that ever happened to me.” At age 50, Malcolm is still riding, still riding fast and still loving every minute of it. What’s more, he’s going to keep on riding and keep on loving it for a long time to come. You need proof? Just look at his grin. In 1991, Jeff Ward was one of the best motocrossers in the world. It didn’t come quickly or easily, though. Time did nothing but make him better. JEFF WARD The flying freckle grows up Jeff Ward has been racing and winning professional-level motocross races for an astounding 12 years. Now 29, he has managed to do what many consider impossible—he goes faster now than in his teens! He earned his seventh National Championship last year and is the only rider yet to earn a title in each of the National classes. If anyone knows how to stay fast, it’s “Wardy,” so we asked him to tell us all he could about keeping your speed as the years accumulate: “I think there are four basic reasons why I’ve enjoyed the success I’ve had for as long as I have. Attitude is probably the major factor. I’ve known that I wanted to be a top-level racer since I was a kid. I mean, I really wanted it. There’s a big difference in wanting it and just being exposed to racing or being forced to race from an early age. I still want to race and I still want to win. Everything hinges on that, really. “The second big thing is doing the work necessary to achieve my goals. That includes many things—training, listening to people and taking risks when you have to. I see lots of talented guys who quit or wonder why they’re stuck at a certain level. They wonder what’s wrong, or blame one thing or another when they’re obviously holding themselves back. “Third would be luck. I’ve had a few experiences in racing that I’d rather forget, but I was lucky to be born with the coordination to ride a motorcycle better than most people. That counts for a lot. “Fourth would be more luck. I had parents who were excited about my interest in racing and really supported it right from the beginning. My dad could easily have been one of those guys who sits in front of the TV and says, ‘Sure, go ahead, race if you want. By the way, your paper route money goes towards your rent, not a dirt bike. And, if you get a bike, you’d better figure out a way to get it to the track, because I’m not buying a truck so you can race.’ Living in Southern California has certain advantages, too; lots of racing, places to ride, great weather, talent scouts from Kawasaki at the bigger races that sort of thing.” The post HOW DOES AGE AFFECT RIDING PERFORMANCE? WE ASKED THE EXPERTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Building the bike I always wanted By Mitch Anderson The majority of success that I achieved in my off-road racing career in the pro ranks was in the Pro2 class on a 250cc two-stroke. I was in the last generation that grew up racing two-strokes. I started on an 85cc machine, transitioned to a 125cc, then had a few 144cc bikes before getting onto a 250F four-stroke. I never got that elusive factory ride, but always had the support from my family and longtime friend Beau Baron. But, like everyone, I always wanted that head-turning race machine. Since retiring in 2021, the itch to build my former race bike into something special would not go away. You know that elite machine, the one that every pro wishes they could have but never actually built because the bikes get thrashed in off-road racing. While doing some top-end maintenance, I decided to make my dream a reality and tore my trusty KTM down to the frame and made huge plans in my head. The stock wheels were replaced with Dubya Edge wheels with an anodized-orange hub and black rims. Those were wrapped in CST Legion tires that I helped in the development process. The Cerakote finish made the brake calipers look way better than I thought. With the entire bike in pieces, I sent the frame off to get powdercoated. At first glance, it just looks like a traditional orange frame, but in the light, the metallic flake sparkles. Although factory braking hardware was not in the budget, I did have the OEM Brembo master cylinders and calipers Cerakoted a bronze color to look the part. Brandon at AHM Factory Services was always a big part of my race program, and AHM went all out in regards to this project. The WP suspension components were replaced using the Kayaba A-Kit fork and shock from Technical Touch. AHM did all the necessary internal modifications and specialty coatings giving me that factory look. I replaced the stock KTM triple clamp system with an Xtrig unit that has PDS bar mounts. Almost every nut and bolt was replaced on this bike using a full Bolt Motorcycle zinc-plated factory hardware kit. My stock KTM wheels had seen better days, so I replaced them with a set of Edge complete wheels from Dubya USA. One of the biggest highlights for me on this build is the latest set of CST tires, front and rear, that Beau and I developed and tested. Being involved at the ground level of a new product is always quite a feat to tackle, but one of the most rewarding feelings is when you see it go to production knowing that your input influenced the final product. I still can’t believe that this is my bike and would like to thank everyone involved that helped make this build possible. The only major engine performance changes I made was an FMF exhaust, Rekluse clutch and Keihin carburetor that replaced the stock Mikuni unit. Engine-wise, I didn’t go crazy with internal modifications. I just basically rebuilt everything and installed a complete Rekluse TorqDrive clutch kit with a CNC-machined billet-aluminum clutch cover. I couldn’t do a bike build without bringing one of my longest sponsors on board with a complete FMF exhaust system. With this bike being a 2021 model, it is the last year of the carbureted engine. I changed out the stock Mikuni carburetor with a Keihin model that, for me, just seemed to make the bike run cleaner. Some other bolt-on items I included on my dream build include a P3 Carbon front rotor guard, rear mudflap, ARC levers, DDC sprockets, TM Designworks chain sliders, Zip-Ty Racing shark fin, Precision steering stabilizer, and Ryan from Ryan Abbatoye Designs helped me come up with a clean set of graphics to top the build off. What started as a quick top-end rebuild in the garage on a Friday night turned into this jaw-dropping two-stroke masterpiece. I never thought this day would come, but thanks to my longtime sponsors and, of course, my entire family, my dream has become a reality. The only problem I have now is, I don’t want to get it dirty! The post TWO-STROKE PROJECT: ELITE HARDWARE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

THE LATEST KTM 450SXF FACTORY EDITION RELEASE https://youtu.be/IjUiFYbotzA The post 2025 KTM 450SXF FACTORY EDITION – WHAT’S NEW?! appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

THROTTLE BODY INJECTION Dear Mr. Know-It-All, Q: I just picked up a 2024 KTM 300XC-W TBI, and while it’s smooth and predictable, it just feels like it’s missing something compared to my carbureted 300. It doesn’t quite have the same response or grunt. What’s the best way to get that feeling back? MR. 2-Stroke Die Hard Premixville A: Dear MR. 2-Stroke Die Hard, We hear this a lot from guys coming off older carbureted bikes. The new TBI is smoother, more linear and takes away some of that raw, hard-hitting feel that carb bikes have. Some riders love it because it makes the bike easier to control in technical terrain, but if you’re used to that two-stroke pep and playfulness, it can feel like something’s missing. We’ve been testing products from around the world to bring back that classic two-stroke grunt and response while keeping the benefits of TBI. We have tested a lot of setups, and the winning combination we’ve found is the ERM oversized power-valve cover and high-compression head by Two Stroke Performance out of Australia. Each of these helps the bike feel more alive and connected to the throttle without making it unpredictable. TSP ERM KIT: CLEANER, STRONGER RESPONSE The first thing we’d recommend is the TSP ERM. This is an ECU re-flash module that fine-tunes ignition timing and fueling, helping the bike respond more like a well-tuned carb model. From the factory, the TBI mapping is on the richer side, which smooths out the power but can also make the bike feel a little sluggish. The ERM tightens up the throttle response and gives it a crisper, more reactive feel without making it too aggressive. It also allows you to read and clear codes that may pop up. With TBI, the system meters fuel more precisely, which makes the transition smoother but less punchy. The ERM helps bridge that gap by sharpening how the bike delivers fuel and ignition timing. You’ll notice that rolling on the throttle feels more immediate and that the bike pulls harder through the midrange without feeling like you’re waiting on it to pick up before coming into power. TSP OVERSIZED POWER-VALVE COVER: MORE POWER WHERE YOU NEED IT MOST Next up is the TSP oversized power-valve cover. This one often gets overlooked as a “bling” part, but it makes a surprising difference at low throttle and low/mid revs where most riders need it most. Two-strokes rely on pressure waves in the pipe to boost power at high rpm, but those same waves hurt low-end performance by disrupting flow into the cylinder. The TSP oversized power-valve cover increases the chamber’s volume, further reducing these negative effects and boosting power between 3000–5000 rpm. This gives the bike stronger low-end response without sacrificing top-end performance. HIGH-COMPRESSION HEAD: MORE GRUNT OFF THE BOTTOM Finally, if you really want more low-end torque and grunt, a high-compression head is the way to go, especially if you are riding at elevation like we are in Colorado. A high-compression head does two things: 1. Increases torque and throttle response. With higher compression, the engine burns fuel more efficiently, so it produces more power earlier in the rpm range. This helps bring back that hit and grunt that carb bikes have when you crack the throttle. 2. Makes the bike feel more planted. Higher compression increases low-end power, meaning you don’t have to rev the bike as much to get traction. This is especially noticeable in technical terrain where you want smooth but strong power off the bottom. This mod makes the biggest difference in tight, slower sections where you’re working the clutch a lot. It also pairs perfectly with the ERM kit and power-valve cover because it fills in the low-end grunt that the other two mods don’t touch as much. HOW DOES IT RIDE AFTER THESE CHANGES? Once you install these three mods, the bike immediately feels more responsive. The ERM cleans up the throttle response and flat spots, which makes the power more direct. The oversized power-valve cover gives you maximum torque at low revs before the power valve opens up, and the high-compression head provides that low-end grunt that you are missing. You’ll feel the bike pull harder out of corners, rev quicker and respond more naturally when you get on the gas. The best part is that it doesn’t turn the bike into a wild, hard-to-control monster; it just brings back that raw, connected feel that’s missing from the stock setup. If you’re looking for a way to get your 300 TBI feeling more like a well-tuned carb bike, this is the setup I’d recommend. It keeps the smoothness and efficiency of TBI while making the power delivery sharper, stronger and more fun to ride. The post MY 300 TWO-STROKE FEELS SLOW, HELP! – MR. KNOW-IT-ALL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Aaron Plessinger scored his second career 450 win in the Monster Energy Supercross series this weekend under pouring rain at Gillette Stadium in Foxborough MA. The open air stadium was a quagmire after days of rain, but that’s the condition that Plessinger says he likes best. He took the lead from Shane McElrath and rode a steady race, finishing with over 20 seconds of cushion. The weekend further benefitted Cooper Webb in the points race. He overcame a number of crashes to pass rival Chase Sexton and finish third on the podium. In the 250 class, Chance Hymas took the win while most of the championship contenders struggled. For extended coverage of the 2025 Monster Energy Supercross season click here.  450 MAIN 1. Aaron Plessinger 2. Shane McElrath 3. Cooper Webb 4. Ken Roczen 5. Justin Barcia 6. Chase Sexton 7. Benny Bloss 8. Colt Nichols 9. Logan Leitzel 10. Dylan Ferrandis 11. Justin Cooper (HS) 12. Tristan Lane 13. Malcolm Stewart 14. Justin Starling 15. Kevin Moranz 16. Bubba Pauli 17. Christian Craig 18. Grant Harlan 19. Jeremy Hand 20. Mitchell Oldenburg 21. Kyle Chisholm 22. Anthony Rodriguez 250 E MAIN 1. Chance Hymas 2. Cullin Park 3. Gage Linville 4. Justin Rodbell 5. Daxton Bennick 6. Lance Kobusch 7. Jack Chambers 8. Mark Fineis 9. Seth Hammaker 10. Preston Taylor 11. Trevor Colip 12. Ricci Randanella 13. Henry Miller 14. R.J. Hampshire 15. Vinny Luhovey 16. Crockett Myers 17. Dayton Briggs (HS) 18. Maximus Vohland 19. Nate Thrasher 20. Hamden Hudson 21. Ayden Shive 22. Tom Vialle 450 HEAT ONE 1. Cooper Webb 2. Malcolm Stewart 3. Chase Sexton (HS) 4. Mitchell Oldenburg 5. Colt Nichols 6. Grant Harlan 7. Justin Starling 8. Kevin Moranz 9. Tristan Lane 10. Joey Savatgy 11. Bobby Piazza 12. Freddie Noren 13. Anthony Rodriguez 14. Scott Meshey 15. Nick Laurie 16. Cory Carsten 17. Kyle Chisholm 18. Slade Varola 19. Marshal Weltin 20. Josh Greco 450 HEAT TWO 1. Shane McElrath (HS) 2. Aaron Plessinger 3. Dylan Ferrandis 4. Benny Bloss 5. Ken Roczen 6. Christian Craig 7. Logan Leitzel 8. Justin Barcia 9. Justin Cooper 10. Jeremy Hand 11. Bubba Pauli 12. Mitchell Harrison 13. Kyle Bitterman 14. Logan Karnow 15. Justin Hill 16. Jerry Robin 17. Jared Lesher 18. Tj Albright 19. Cheyenne Harmon 20. Hunter Schlosser 250 HEAT ONE 1. Maximus Vohland (HS) 2. Henry Miller 3. Dayton Briggs 4. R.J. Hampshire 5. Justin Rodbell 6. Jack Chambers 7. Hamden Hudson 8. Preston Taylor 9. Daxton Bennick 10. Bryce Shelly 11. Nicholas Romano 12. Gerhard Matamoros 13. Bryton Carroll 14. Marcus Phelps 15. Crockett Myers 16. Charles Tolleson IV 17. Luke Dickey 18. Thomas Welch 19. Lane Shaw 20. Gage Stine 250 HEAT TWO 1. Tom Vialle (HS) 2. Seth Hammaker 3. Chance Hymas 4. Mark Fineis 5. Lance Kobusch 6. Gage Linville 7. Cullin Park 8. Ricci Randanella 9. Trevor Colip 10. Jack Rogers 11. Ryder Floyd 12. Austin Forkner 13. Ronnie Orres 14. James Harrington Mr 15. Luke Neese 16. Aidan Dickens 17. Ayden Shive 18. Vinny Luhovey 19. Nate Thrasher 20. Cole Bradford 450 STANDINGS 1. Cooper Webb 256 2. Chase Sexton 241 3. Ken Roczen 220 4. Justin Cooper 187 5. Malcolm Stewart 186 6. Justin Barcia 173 7. Aaron Plessinger 170 8. Jason Anderson 151 9. Justin Hill 137 10. Shane McElrath 126 11. Dylan Ferrandis 120 12. Mitchell Oldenburg 92 13. Benny Bloss 88 14. Colt Nichols 84 -5 15. Eli Tomac 80 16. Joey Savatgy 80 17. Jett Lawrence 71 18. Hunter Lawrence 62 19. Kyle Chisholm 48 20. Mitchell Harrison 41 21. Jerry Robin 39 22. Kevin Moranz 27 23. Christian Craig 22 24. Justin Starling 19 25. Jorge Prado 18 250 EAST STANDINGS 1. Seth Hammaker 99 2. Tom Vialle 99 3. R.J. Hampshire 97 4. Chance Hymas 91 5. Cullin Park 84 6. Nate Thrasher 81 7. Max Anstie 78 8. Daxton Bennick 77 -5 9. Maximus Vohland 60 -3 10. Henry Miller 52 11. Carson Mumford 51 12. Austin Forkner 47 13. Hardy Munoz 44 14. Gage Linville 42 15. Levi Kitchen 39 16. Jack Chambers 34 17. Trevor Colip 32 18. Lance Kobusch 31 19. Cameron Mcadoo 20 20. Justin Rodbell 18 21. Mark Fineis 18 22. Lorenzo Locurcio 14 23. Luke Neese 13 24. Preston Taylor 12 25. Michael Hicks 12 The post 2025 FOXBOROUGH SUPERCROSS, RESULTS & HIGHLIGHTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

How much has changed in 30 years of Supercross? Everything. And almost nothing. In 1995, the era of the Big Rig had just arrived. Factory teams were beginning to mark off huge areas of real estate in each stadium, and the accessibility of the old box-van days was coming to an end. The bikes, however, were governed by the same rules as today. They were production-based and tightly regulated. We thought it would be fun to look back at the bikes that were campaigned in the Supercross season of 1995. Jeremy McGrath, 1996 TEAM HONDA HARDWARE Everything changed for Team Honda coming into 1995. An oxy-acetylene explosion seriously injured Cliff White, and Dave Arnold was transferred from his position as Team Honda manager to become an R&D guru for production CRs. Former ATV team manager Wes McCoy took over as acting team manager. These incidents resulted in a closed pit for ’95, as Honda’s liability lawyers are fearful of an injury to the public. There was also some secrecy surrounding the new Power Jet carb at the first few races. Damon Huffman had used one the year before on his RM125, so it wasn’t that big of a secret. Jeremy McGrath, the four-time consecutive Supercross champ, lost his blue and yellow number-one plate, too. The plate symbolized Camel Tobacco colors, and since tobacco advertising pulled out of the series, the AMA decided to return to black on white. Skip Norfolk says that the blue plate would clash with the new Team Honda graphics anyway. Mechanically, Team Honda didn’t reinvent the wheel for ’95, and why should they? Honda has won the last seven Supercross titles. The bike was essentially the same one ridden by Jean Michele Bayle, despite frame changes in the production bike. Besides the Power Jet carb, Team Honda got a new carbon fiber silencer and ELF race fuel. Gearing changed from 13/50 to 14/53, which yields the same final-drive ratio. Honda Giken Asaka supplied the works parts, and developed new porting, suspension and handling (offset and linkage) specs to turn the ’95 production bike into works hardware. While the rest of the team uses works Kayaba suspension, McGrath prefers works Showas. Whatever McGrath is riding, he’s riding it so well that he has been undefeated in the first five rounds of the series, tying Rick Johnson and Bob Hannah’s record of six consecutive SX wins (Jeremy won the final in Vegas last year, plus the first five in ’95). Jeremy McGrath rode essentially the same bike throughout his 250 career at Honda. It was very similar to Jean-Michel Bayle’s 1991 factory bike. Mike Kiedrowski in 1994 In 1995 Mike Kiedrowski teamed up with a legend of the mechanic world, Brian Lunniss. TEAM KAWASAKI KX250SR Team Kawasaki didn’t make any big changes to its works hardware, either, but Mike Kiedrowski teamed up with Brian Lunniss for 1995. Mike LaRocco’s bikes were prepared by Tom Morgan and wrenched by his dad, Mike Senior. The MX Kied’s relatively high number reflected his finger injury from the summer of ’94, and he was still struggling to get back on form. Mechanically, Team Kawasaki’s KX250s benefited from Kawasaki Japan’s involvement with Stefan Everts in ’94. Kawasaki Heavy Industries supplied the cylinder, head and works Keihin carb, while Pro Circuit did the pipe. A production silencer replaced last year’s carbon fiber muffler, and Kawasaki shelved the works ignition in favor of stock KX components. Timing varied with track conditions, as did rear rim width, to provide hook-up in slick situations. The works Kayaba components were much the same as ’94, with titanium-nitride coatings cutting oil contamination and stiction, and the KYB shock had high- and low-speed compression adjustments. The previous year’s SRs had an aluminum subframe, while the ’95s had polished production hardware. Brakes were a combination of Braking discs, KHI magnesium carriers, works calipers, works master cylinders and Ti fasteners. Bel-Ray and Factory Effex took over as team sponsors for ’95, replacing Motul and N-Style (graphics). Tires were prototype Bridgestones, and Wiseco came on as a sponsor. Suzuki brought 250 world champion Greg Albertyn to America for 1995. Ian Harrison came with him to the U.S. TEAM SUZUKI’S RM250s Ezra Lusk moved up from East Coast 125s, and Greg Albertyn left the World Championships to breathe new fire into Team Suzuki’s 250cc program. ““Albee wasn’t very happy with the works suspension on his Bieffe Suzuki in 1994, so he was really jazzed with the ’95 hardware. A conventional fork was the most radical departure for the team. The 45mm fork still used Showa’s twin-chamber internals. Triple pinch bolts at the axle and lower triple clamps increased rigidity. Ezra and Greg had been busy testing different shocks, linkages and offsets. Also, the factory RMs got works digital ignitions and taller final gearing this year. Albertyn is showing stadium speed in his rookie year, but Suzuki is banking on his outdoor skills and never-give-up attitude to bring the RM250 to the top of the podium. John Dowd in 1995. Yamaha went blue in 1995. Jeff Emig was racing the most production-based bike in the pro ranks. Steve Butler was his mechanic. TEAM YAMAHA’S BLUE LAGOON Yamaha hoped its new corporate colors would make the works YZ250s stand out on the track. Jeff Emig and John Dowd flew new blue and white colors, and changes to the ’95 production bikes didn’t hurt the holeshot factor at all. According to motor man Bob Oliver, Team Yamaha is building on the YZ250’s stability and smooth power curve: “The production YZs are a really good package this year, and we’re just enhancing what’s already there. The guys did an exceptional job of building production bikes this year.” Other than the new colors and faces (Dowd replaced Mike Craig, and Kevin Windham rode the works YZ125), not a whole lot was earth-shaking in the Yamaha pit. Any YZ pilot could build his own works bike (if he can get his hands on works KYB suspension, that is) from Yamaha Parts Division. Yamaha’s long-rod kit smoothed out the power on the Oliver-massaged YMUS YZs. Also, you could buy a GYT-kitted cylinder and head, a Pro Circuit YZ-R pipe and silencer, a Boyesen ignition cover, a titanium subframe, and bolt kits. The YZ-R Works Replica kit included a blue front fender, number plate and radiator shrouds, and a CEET cover and stickers. Team Yamaha slots the airbox for more flow and uses bits of unobtainium on the linkage, triple clamps, hubs, brakes, and spokes. The ignition and carb were stock, but Yamaha’s jetting was a closely guarded secret. You don’t want to sell all of your cards, especially ones that yield so many holeshots. Dowd was so stoked with his new ride that he’s winning heat races! Jeff Dement in 1995 KTM had Jeff Dement in 1995. The bike had linkage suspension before the arrival of PDS. TEAM KTM EXPANSION KTM and Cliff Palmer parted ways at the end of ’94, and negotiations fell through with “Chicken” Matiasevich who wanted too much money, so KTM signed Jeff Dement and Tony Amaradio for ’95. The Team KTM SX250s also benefited from the Euro GP scene, as KTM Austria supplied the motors (e.g., cylinder, head, silencer and ignition). Also, Dement has been training with former KTM world champ Trampas Parker. It’s ironic that Parker preferred Marzocchi conventional forks that came standard on production SXs, however the team used inverted WP forks straight off of the 620EXC. Even the 44-kilogram fork springs were used. The 620 fork and Ohlins shock were re-valved for stadium work, and the fork got the titanium-nitride treatment to fight stiction. Factory triple clamps further stiffened the front end. The post CLASSIC DIRT BIKE: INSIDE FACTORY 250s OF 1995–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи