MotoFactory

Ducati pulled the sheets off a preproduction version of the 450 Desmo motocross bike at Anaheim Stadium, one day ahead of the 2025 Monster Energy Supercross opener. Ducati Off-Road GM Paolo Ciabatti revealed the bike and reported that it would be arriving stateside in July, 2025. He also reported that a 250 version is in the works, and it will borrow technology from the MotoGP effort. What will really set the Ducati motocross bikes apart from others, he said, will be the company’s electronic technology. The official press release is below: Paolo Ciabatti and Troy Lee. The partnership marks the first step in preparing for the arrival of the Ducati Desmo450 MX in the American market ahead of its upcoming racing debut in the AMA Championship Starting with the first round of the Anaheim Supercross, scheduled for January 11, 2025, Troy Lee Designs will be in the paddock with Ducati colors and exhibit a Ducati Desmo450 MX prototype The first motocross bike made in Borgo Panigale will arrive at selected North American dealers starting in July 2025 Paolo Ciabatti and Troy Lee literally pulled the sheets off the bike at A1. Anaheim, CA, January 10, 2025—In a historic moment for both Ducati and American off-road racing, Ducati and Troy Lee Designs have announced a groundbreaking partnership, marking the Borgo Panigale company’s intention to enter Supercross off-road racing in the USA with the Ducati Desmo450 MX, a first for the company. This also marks the Desmo450 MX’s first public appearance in the United States, setting the stage for an iconic chapter in Ducati’s off-road racing history. The first step in this partnership is the presence of the Troy Lee Designs team in Ducati Red at eight rounds of the 2025 AMA Supercross Championship, starting from Anaheim on January 11. The team will also have a special display at COTA MotoGP on Ducati Island, an exclusive fan experience that serves as a hub for Ducatista during the US-based MotoGP race. The American team will exhibit a protoype of Desmo450 MX in the Supercross paddock, with special graphics created by the well-known Californian designer. “We are super stoked to be partnering with Ducati, one of the most prestigious brands in motorcycling,” stated Troy Lee, founder of Troy Lee Designs. “Racing is core to our brand and enables us to develop our products for safety at the highest performance levels. I look forward to making history together with this partnership.” For this pivotal moment in supercross history, nine-time MX World Champion, Ducati rider, and brand ambassador Tony Cairoli will join Ducati Corse Off-Road General Manager Paolo Ciabatti and other members of the Ducati team for this groundbreaking announcement over the weekend. Representatives of Ducati North America will also be present at each stop of this “tour,” where they will be able to provide the public with information on the first “made in Borgo Panigale” motocross bike, which will be available on the North American market starting in July 2025. A Unique Bike in the Motocross Segment The Desmo450 MX is the only motocross bike in the world equipped with a Desmodromic valve timing system. This system, also used by Ducati in MotoGP and WorldSBK, allows for higher RPM than a traditional spring system. This enables riders to reduce the number of gear changes between corners and, more importantly, at the start—a critical phase of the race where advantages can be made. Another unique feature of the Desmo450 MX is its extremely advanced electronics, derived from that used by Ducati in MotoGP, which represents a unique innovation in off-road competition. Troy Lee Designs Ducati – Tour schedule Anaheim 1, CA January 11th, 2025 San Diego, CA January 18th, 2025 Anaheim 2, CA January 25th, 2025 Tampa, FL February 8th, 2025 Arlington, TX February 22nd, 2025 MotoGP Austin, TX March 30th, 2025 East Rutherford, NJ April 19th, 2025 Pittsburgh, PA April 26th, 2025 Salt Lake City, UT May 10th, 2025 For more information, please visit Ducati.com . The post DUCATI 450 DESMO REVEALED AT A1 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The second part of the two-day marathon stage tested the riders today following no team assistance at the AlUla bivouac last night. The riders were allowed just 30 minutes to work on their bikes to prepare them for today’s 428km special stage. Much like yesterday, the varied terrain heading east towards Ha’il would push their tires to the limit to make their wear a deciding factor in the results today as each rider had to use their one set of tires over two days and across a total of 843 kilometers. Following his victory yesterday, Daniel Sanders was tasked with opening stage five. While he earned nearly six minutes in bonus time, an eight-minute penalty for speeding dropped him to 12th place. Despite this he retains a seven-minute overall lead in the rally. The victory for the day went to hiss teammate Luciano Benavidez, who started far enough back in the pack to concentrate more on riding than navigating. Luciano Benavides: “That was a really good day for me, starting from 14th helped as I was able to catch a lot of the riders in front of me but I could still see some tracks. I feel good on the bike and I’m happy with my riding, so we are at a good place before the rest day. Strategy will play a big part next week as you have to judge which stages will be the best to try and make up time on, and which ones to take it steady on. I feel like I am still in the fight, there’s a long way to go to the finish and I’m in a really good rhythm now so I can wait to see what the next week will bring.” Ricky Brabec: “It’s the way the rally is going for us, but all is good. I’m here, I’m healthy, I’m happy with my navigating and riding but I know the results probably don’t show how I feel. Things aren’t working out in my favour so it’s been tough and mentally exhausting. Now we’re at rest day in Ha’il, we’ll push on for the best result we can get at next week’s finish.” Skyler Howes: “Today was frustrating for me, I started so far back that I started relying on the tracks in front of me for navigation, which is not really a smart thing to do. But when you’re in the back like that and because we lost a lot of time yesterday, I was pushing super hard to catch back up some time today. Around 150 kilometers I got to an area where all the tracks kind of disappeared and I was behind the road book enough that I went down the wrong canyon and had to circle back. I probably lost about six minutes just in that one little spot. I did pretty good after the refueling, I knew the navigation was going to be tricky again and there were a few areas that I had to kind of wander a little bit to find the good way, but I didn’t have to turn around or anything.” Mason Klein posted this yesterday: “I was riding in a lot of pain this morning but I knew this was a stage I could do well in. Near km 200 I started going blind and I couldn’t see the floor I stopped a couple times then eventually I couldn’t navigate anymore because I couldn’t see even my Roadbook in front of me. I started crying because I was really scared my eyes wouldn’t get better. At the refuel I talked to some medical people and there was nothing they could do. I finally felt like I had re entered the race today and yet again some stupid thing with my body. I’ve never experienced this before. I stopped the first time because I thought it was my goggles but when I took them off I realized it was my eyes I pushed as hard as I could to keep going but ya there was nothing I could do I couldn’t see the ground and it was getting way too dangerous. I promise no one is more upset than me about how this rally is going. I came here in really good physical condition probably my best I was here to win and now I can’t even finish a stage without needing to slow down or even stop. I know I belong on the podium but I could have never expected something like this it was really scary for me. After the refuel I rode extremely slow to not crash I hit many rocks and bushes even going very slow and it was bad but then near the end my eyes actually started to clear up. Basically it was like looking through a cloud or a sandstorm everything went white. I think it’s possible that the wind was getting through my goggles because they were a little more loose than normal for me. After I slowed down my eyes got better. They are actually already much better. I imagine I can fix the problem for tomorrow though and hopefully should be ok I went to medical for my arm also because it is still hurting but it’s obviously much better than before. It’s obviously really embarrassing to be riding in the back every day but I think in the coming days I should be able to get some stage wins at least. For extended coverage of Dakar 2025, click here. STAGE 5 1. (ARG) LUCIANO BENAVIDES RED BULL KTM FACTORY RACING 04H 53′ 00” 2. (FRA) ADRIEN VAN BEVEREN MONSTER ENERGY HONDA HRC + 00H 00′ 47” 3. (CHL) JOSE IGNACIO CORNEJO FLORIMO HERO MOTOSPORTS + 00H 01′ 31” 4. (BWA) ROSS BRANCH HERO MOTOSPORTS TEAM RALLY + 00H 03′ 20” 5. (USA) RICKY BRABEC MONSTER ENERGY HONDA HRC + 00H 03′ 30” 6. (USA) SKYLER HOWES MONSTER ENERGY HONDA HRC + 00H 04′ 40” 7. (ESP) TOSHA SCHAREINA MONSTER ENERGY HONDA HRC + 00H 05′ 18” 8. (ESP) EDGAR CANET RED BULL KTM FACTORY RACING + 00H 07′ 17” 9. (SVK) STEFAN SVITKO SLOVNAFT RALLY TEAM + 00H 09′ 57” 10. (ZAF) MICHAEL DOCHERTY BAS WORLD KTM RACING TEAM + 00H 10′ 20” 11. (CHL) PABLO QUINTANILLA MONSTER ENERGY HONDA HRC + 00H 11′ 17” 12. (AUS) DANIEL SANDERS RED BULL KTM FACTORY RACING + 00H 11′ 42” 13. (ESP) LORENZO SANTOLINO SHERCO RALLY FACTORY + 00H 15′ 27” 14. (USA) JACOB ARGUBRIGHT RSMOTO HONDA RALLY TEAM + 00H 16′ 39” 15. (POL) KONRAD DABROWSKI DUUST RALLY TEAM + 00H 17′ 24” 16. (ZAF) BRADLEY COX BAS WORLD KTM RACING TEAM + 00H 17′ 31” 17. (FRA) ROMAIN DUMONTIER HONDA HRC + 00H 17′ 38” 18. (AUT) TOBIAS EBSTER BAS WORLD KTM RACING TEAM + 00H 20′ 32” 19.(BOL) DANIEL NOSIGLIA JAGER RIEJU PEDREGÀ TEAM + 00H 22′ 38” 20. (ITA) PAOLO LUCCI RSMOTO HONDA RALLY TEAM + 00H 22′ 39” 42. (USA) MASON KLEIN KOVE FACTORY RACING +00H 56′ 55” OVERALL 1. (AUS) DANIEL SANDERS RED BULL KTM FACTORY RACING 30H 20′ 15” 2. (ESP) TOSHA SCHAREINA MONSTER ENERGY HONDA HRC 30H 27′ 17” 3. (BWA) ROSS BRANCH HERO MOTOSPORTS TEAM RALLY30H 38′ 03” 4. (FRA) ADRIEN VAN BEVEREN MONSTER ENERGY HONDA HRC 30H 38′ 46” 5. (USA) SKYLER HOWES MONSTER ENERGY HONDA HRC 30H 40′ 14” 6. (USA) RICKY BRABEC MONSTER ENERGY HONDA HRC 30H 41′ 16” 7. (ARG) LUCIANO BENAVIDES RED BULL KTM FACTORY RACING 30H 44′ 30” 8. (CHL) PABLO QUINTANILLA MONSTER ENERGY HONDA HRC 30H 53′ 04” 9. (CHL) JOSE IGNACIO CORNEJO FLORIMO HERO MOTOSPORTS 31H 01′ 46” 10. (ESP) EDGAR CANET RED BULL KTM FACTORY RACING 31H 21′ 59” 11. (ESP) LORENZO SANTOLINO SHERCO RALLY FACTORY 31H 23′ 39” 12. (ZAF) BRADLEY COX BAS WORLD KTM RACING TEAM 31H 28′ 01” 13. (AUT) TOBIAS EBSTER BAS WORLD KTM RACING TEAM 31H 38′ 38” 14. (SVK) STEFAN SVITKO SLOVNAFT RALLY TEAM 31H 38′ 55” 15. (ZAF) MICHAEL DOCHERTYB AS WORLD KTM RACING TEAM 31H 53′ 06” 16. (FRA) ROMAIN DUMONTIER HONDA HRC 32H 11′ 46” 17. (USA) JACOB ARGUBRIGHT RSMOTO HONDA RALLY TEAM 32H 13′ 33” 18. (FRA) NEELS THERIC KOVE FACTORY RACING 32H 15′ 18” 19. (PRT) RUI GONÇALVES SHERCO RALLY FACTORY 32H 18′ 22” 20. (CZE) DUSAN DRDAJ CAJDAŠROT 32H 42′ 15” 54. (USA) MASON KLEIN KOVE FACTORY RACING 39H 25′ 44” The post DAKAR 2025, STAGE 5 RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Red Bull KTM Factory Racing’s Daniel Sanders claimed his third full stage win of the event and extended his overall lead to 13 minutes. Stage four challenged competitors with a 415-kilometer timed special through the volcanic landscapes and canyons of AlUla. The technical route led riders to the marathon bivouac for the night where they had just 30 minutes to work on their bikes, with no outside assistance allowed. The marathon stage tested endurance and navigation skills, while also demanding smart tire management to ensure competitors reached the bivouac safely before stage five tomorrow. Ricky Brabec Skyler Howes, Ross Branch and Ricky Brabec were bracing to concede some time on the road to Al-ʿUla because they were opening the road and while Sanders was starting far back. The three riders made a costly navigational blunder about 15 km out. “We made a big mistake and that definitely killed us”, ranted a despondent Brabec. The consequences are severe. Tosha Schareina has vaulted past them into second place, while their deficits to Sanders have tripled or even quadrupled, with Branch now 26′10″ down, Howes 27′01″ back and Brabec 29′13″ off the pace. “It’s rally. One moment you could be doing the best you’ve ever done, and then one note later, you lost your Dakar”, pointed out the defending champion. The tables could turn tomorrow, when “Chucky” will be tasked with opening the road with Schareina hot on his heels. Skyler Howes Daniel Sanders: “That was a pretty cool stage! I did get lost a bit but nothing that cost me too much time. This area can be really tricky so you have to focus completely, and it will be the same tomorrow. There was a little bit of cat and mouse at the end to decide who would end up opening tomorrow which we haven’t really had yet, so that was quite fun and I’m looking forward to setting off first for the last stage of week one. I’ve extended my lead even more, so I’m really pleased with that. I’m definitely looking forward to the rest day!” For extended coverage of Dakar 2025, click here. STAGE 4 (AUS) DANIEL SANDERS RED BULL KTM FACTORY RACING 05H 10′ 33” (ESP) TOSHA SCHAREINAMONSTER ENERGY HONDA HRC + 00H 00′ 15” (CHL) JOSE IGNACIO CORNEJO FLORIMOHERO MOTOSPORTS + 00H 07′ 49” (FRA) ADRIEN VAN BEVEREN MONSTER ENERGY HONDA HRC + 00H 08′ 08” (PRT) RUI GONÇALVES SHERCO RALLY FACTORY+ 00H 08′ 55” (AUT) TOBIAS EBSTER BAS WORLD KTM RACING TEAM+ 00H 10′ 14” (ZAF) BRADLEY COX BAS WORLD KTM RACING TEAM + 00H 10′ 55” (ESP) LORENZO SANTOLINO SHERCO RALLY FACTORY + 00H 12′ 27” (CHL) PABLO QUINTANILLA MONSTER ENERGY HONDA HRC + 00H 12′ 38” (FRA) ROMAIN DUMONTIER HONDA HRC + 00H 14′ 14” (SVK) STEFAN SVITKO SLOVNAFT RALLY TEAM + 00H 15′ 42” (ESP) EDGAR CANET RED BULL KTM FACTORY RACING + 00H 16′ 16” (AUS) TOBY HEDERICS BAS WORLD KTM RACING TEAM + 00H 17′ 56” (ARG) LUCIANO BENAVIDES RED BULL KTM FACTORY RACING + 00H 18′ 26” (BWA) ROSS BRANCH HERO MOTOSPORTS TEAM RALLY + 00H 19′ 11” (FRA) NEELS THERIC KOVE FACTORY RACING + 00H 19′ 27” (USA) RICKY BRABEC MONSTER ENERGY HONDA HRC + 00H 19′ 58” (USA) SKYLER HOWES MONSTER ENERGY HONDA HRC + 00H 20′ 10” (USA) JACOB ARGUBRIGHT RS MOTO HONDA RALLY TEAM + 00H 21′ 29” (USA) MASON KLEIN KOVE FACTORY RACING + 00H 55′ 09” OVERALL (AUS) DANIEL SANDERS RED BULL KTM FACTORY RACING25H 15′ 33” (ESP) TOSHA SCHAREINA MONSTER ENERGY HONDA HRC + 00H 13′ 26” (BWA) ROSS BRANCH HERO MOTOSPORTS TEAM RALLY + 00H 26′ 10”00H 02′ 00” (USA) SKYLER HOWES MONSTER ENERGY HONDA HRC + 00H 27′ 01” (USA) RICKY BRABEC MONSTER ENERGY HONDA HRC + 00H 29′ 13” (FRA) ADRIEN VAN BEVEREN MONSTER ENERGY HONDA HRC + 00H 29′ 26’7. (CHL) PABLO QUINTANILLA MONSTER ENERGY HONDA HRC + 00H 33′ 14” (ARG) LUCIANO BENAVIDES RED BULL KTM FACTORY RACING + 00H 35′ 57” (CHL) JOSE IGNACIO CORNEJO FLORIMO HERO MOTOSPORTS + 00H 54′ 01” (ESP) LORENZO SANTOLINO SHERCO RALLY FACTORY + 00H 59′ 39” (ZAF) BRADLEY COX BAS WORLD KTM RACING TEAM + 01H 01′ 57”00H 06′ 00” (ESP) EDGAR CANET RED BULL KTM FACTORY RACING + 01H 06′ 09”00H 06′ 10” (AUT) TOBIAS EBSTER BAS WORLD KTM RACING TEAM + 01H 09′ 33” (SVK) STEFAN SVITKO SLOVNAFT RALLY TEAM + 01H 20′ 25”00H 01′ 00” (ZAF) MICHAEL DOCHERTY BAS WORLD KTM RACING TEAM + 01H 34′ 13” (PRT) RUI GONÇALVES SHERCO RALLY FACTORY + 01H 36′ 10”00H ‘ (FRA) NEELS THERIC KOVE FACTORY RACING + 01H 44′ 05” (FRA) ROMAIN DUMONTIER HONDA HRC + 01H 45′ 35”00H (USA) JACOB ARGUBRIGHT RS MOTO HONDA RALLY TEAM + 01H 48′ 21” (CZE) DUSAN DRDAJ CAJDAŠROT + 02H 05′ 11” (USA) MASON KLEIN KOVE FACTORY RACING + 08H 20′ 16”’ The post DAKAR 2025, STAGE FOUR RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Daniel Sanders’ string of wins finally came to an end on stage four of the 2025 Dakar Rally. Lorenzo Santolino earned the win for the day, giving Sherco its sixth stage victory and its first since the rally moved to Saudi Arabia. Sanders still leads the overall standings, but the American duo of Ricky Brabec and Skyler Howes put themselves on the day’s podium as they brought the overall time deficit down to the lead of the rally. Today’s special stage was reduced in distance from 496km to 327km as heavy rainfall had affected the latter part of the original distance as the rally headed further north towards Al Henakiyah in Saudi Arabia. Tomorrow’s marathon stage four will see the riders head towards AlUla which has been a stop on the Dakar Rally four previous times since 2020. The vast, breathtaking canyons in the area will be a part of the 415km special stage before they arrive at the bivouac finish line, where the riders will have just an hour and half to work on their bikes before the bikes are sealed off into Parc Ferme. Lorenzo Santolino: “Today’s stage was quite technical, with lots of stones and rocks from the very beginning up to kilometer 100. I pushed hard, taking it to the limit, while staying extremely focused on navigation. I managed to catch up to the leader, who started 5 minutes ahead of me, in the fast section. We rode together, and I was able to maintain the lead. Winning a stage is simply incredible—really hard to believe. The stage alternated between very fast zones and more technical sections with demanding navigation over the final 150 kilometers. Despite the risks I took, it was absolutely worth it. Ricky Brabec: “I’m happy with my riding, the team and bike. The 48 Hour Chrono kind of jacked me up a little bit on time but it’s only day three of the rally so there are plenty of days left of racing and we’ll keep pushing to the end. I’m having fun and really enjoying where we’re going and the bike’s working really well. Tomorrow is a big task ahead, it’s the marathon as well and then not longer after it’ll be the rest day.” Skyler Howes: “That first hundred kilometres was gnarly – super, super rocky, like, just 100% rocks. It’s difficult to navigate through that stuff so you have to take it easy. I had one issue in a sort of construction zone when I got stuck between some huge boulders and lost a little bit of time there. Just after that, the navigation got quite tricky; pretty straightforward but it rained out here and so all the tracks were washed away, so the navigation got really difficult before we got into these sandier tracks with rocks and the navigation got even more tricky then. I ended up finding the right way and hitting all the way points and I think the other guys ended up getting lost a little bit. It looks like a really positive stage for me. I’m really happy with my navigation. Even though I didn’t do a perfect job, I still did a good job, so I’m quite happy with my performance today. My body feels good and I’m excited to make it through this. Now, the marathon stage starts tomorrow.” Rally GP Results – Stage 3 Pos. Rider Num Nation Team Time/Gap 1 Santolino Lorenzo 15 SPA Sherco TVS Rally Factory 03:44:34 2 Brabec Ricky 9 USA Monster Energy Honda HRC + 04:01 3 Howes Skyler 10 USA Monster Energy Honda HRC + 04:10 4 Evan Branch Ross 16 BWA Hero Motorsports Team Rally + 04:14 5 Benavides Luciano 1 ARG KTM Factory Racing Team + 04:55 6 Quintanilla Pablo 7 CHI Monster Energy Honda HRC + 05:19 7 Van Beveren Adrien 42 FRA Monster Energy Honda HRC + 07:03 8 Cornejo Florimo José Ignacio 11 CHI Hero Motorsports Team Rally + 07:10 9 Cox Bradley 49 RSA BAS DAKAR KTM RACING TEAM + 07:21 10 Sanders Daniel AUS KTM Factory Racing Team + 09:55 11 Schareina Tosha 68 SPA Monster Energy Honda HRC + 10:18 19 Jacob Argubright 23 USA RS Moto Honda Rally team + 00h 11′ 19′ W2RC Rally GP Provisional Standings after Stage 3 Pos. Rider Num Nation Team Time/Gap 1 Sanders Daniel AUS KTM Factory Racing Team 20:05:00 2 Howes Skyler 10 USA Monster Energy Honda HRC + 06:51 3 Evan Branch Ross 16 BWA Hero Motorsports Team Rally + 06:59 4 Brabec Ricky 9 USA Monster Energy Honda HRC + 09:15 5 Schareina Tosha 68 SPA Monster Energy Honda HRC + 13:11 6 Benavides Luciano 1 ARG KTM Factory Racing Team + 17:31 7 Quintanilla Pablo 7 CHI Monster Energy Honda HRC + 20:36 8 Van Beveren Adrien 42 FRA Monster Energy Honda HRC + 21:18 9 Cornejo Florimo José Ignacio 11 CHI Hero Motorsports Team Rally + 46:12 10 Cox Bradley 49 RSA BAS DAKAR KTM RACING TEAM + 51:02 18 Jacob Argubright 23 USA RS Moto Honda Rally Team + 01h 26′ 52′ The post DAKAR 2025, STAGE FOUR RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Daniel Sanders continued his perfect run in the 2025 Dakar rally after the 48-Hour chrono stage. This is a two-day ride that counts as a single stage, with the riders stopping in place at 5:00 p.m. on Sunday, then continuing on Monday on the route back to Bisha. Sanders now has won the prologue, Stage one and both legs of stage two. Skyler Howes had his best stage so far of this 2025 Dakar Rally showing his depth of strength with his speed and navigational skills out in the vastness of the Saudi Arabian desert. As the biggest mover today, Howes took advantage of setting off a little further back this morning with an impressive ride on his Honda CRF450 RALLY that saw him not only on the stage podium in second place but also leap up to second overall with just 12’36” separating him from current rally leader Sanders. It was a disappointing stage for the 2024 Dakar Rally champion Ricky Brabec who had a broken exhaust yesterday so he had a frustrating two days of not being able to ride over 130km/h. Once he got to the finish line at Bisha he’d dropped from second to seventh in the stage results and down to fifth overall however, he’ll look to ride hard and bounce back tomorrow. Even worse was the fate of Mason Klein, who suffered an engine failure. He’s still in the fight, though, as he enlisted help to tow his bike into the finish. Daniel Sanders: “It got pretty tough in the soft dunes, especially when I was up front opening the way and putting the first line in. Managing the dust was also a huge part of it, so we were all fighting up front for the opening bonuses, but it’s cool to be riding alongside the others. My body feels great, though, and it’s nice to have a bit of a shorter day today to recover. I’m really happy with my performance so far and we’ll see what happens tomorrow when I have to open the stage!” Ricky Brabec Ricky Brabec: “I like what they did with the 48 Hour Chrono but unfortunately yesterday I smashed my exhaust 150 kilometres into the stage so that slowed me down quite a bit as I was only able to sit at 130km/h so that was a real big bummer. Then riding with a smashed pipe and a hole in the exhaust, I was a little bit worried about today as I just needed to get here to the finish. I feel like this chrono thing is kind of a waste, all the hard work we did yesterday I think kind of went down the drain, as what happens today is all that matters. I’m happy to be at the bivouac, we’ll look over the bike and then we’ll push to the end and see what we can do, its only stage two so a lot of racing left.” Skyler Howes Skyler Howes: “The 48 Hour Chrono stage was difficult and very physically demanding as the dunes were really soft, the camel grass was relentless, the rocks, the dust, everything was pretty heavy. We had a good time then we got to camp out in a tent in the desert which was fun, I think I maybe slept for a total of 30 minutes the whole night. I’m pretty smoked ready for a nap but happy to be here and also to be second in the general standings for now. We’re only on the third day so there’s a long road ahead of us but I’m really looking forward to it.” Mason Klein Mason Klein: “It’s been 48 hours, to say the least. Fighting off being sick wasn’t enough—I ran into major clutch issues that eventually resulted in a broken engine. Luckily, the spirit of the rally came through when two incredible competitors towed me a total of 80 kilometers by rope. Big respect and gratitude to them for getting me through when things looked grim. Before all that, I actually got a chance to open for a good stretch, which felt amazing until my bike decided it had other plans. Despite everything, I’m grateful to have made it to the finish line of the stage. It’s moments like these that remind me why I love this sport—the challenges, the camaraderie, and the determination to keep moving forward no matter what. The bike and I are getting sorted and ready to hit the ground running for tomorrow’s Stage 3. Let’s do this!” Jacob Argubright: “Much better stage for me! Tested me mentally and physically damn it was fun. Also one of my favorite stages I’ve ever done, bring on stage 3!” 1. (AUS) DANIEL SANDERS RED BULL KTM FACTORY RACING 11H 12′ 13” 2. (USA) SKYLER HOWES MONSTER ENERGY HONDA HRC + 00H 07′ 37” 3. (ESP) TOSHA SCHAREINA MONSTER ENERGY HONDA HRC + 00H 07′ 41” 4. (FRA) ADRIEN VAN BEVEREN MONSTER ENERGY HONDA HRC + 00H 08′ 45”00H 5. (BWA) ROSS BRANCH HERO MOTOSPORTS TEAM RALLY + 00H 10′ 02” 6. (ARG) LUCIANO BENAVIDES RED BULL KTM FACTORY RACING + 00H 11′ 49” 7. (ZAF) MICHAEL DOCHERTY BAS WORLD KTM RACING TEAM + 00H 11′ 50” 8. (USA) RICKY BRABEC MONSTER ENERGY HONDA HRC + 00H 12′ 47” 9. (CHL) PABLO QUINTANILLA MONSTER ENERGY HONDA HRC + 00H 13′ 39” 10. (ESP) EDGAR CANET RED BULL KTM FACTORY RACING + 00H 21′ 53”00H 06′ 10” 11. (ESP) LORENZO SANTOLINOS HERCO RALLY FACTORY + 00H 25′ 50” 12. (ZAF) BRADLEY COXBAS WORLD KTM RACING TEAM + 00H 26′ 37” 13. (CHL) JOSE IGNACIO CORNEJO FLORIMOHERO MOTOSPORTS TEAM + 00H 28′ 09” 14. (USA) JACOB ARGUBRIGHT RSMOTO HONDA RALLY TEAM + 00H 28′ 46” 15. (AUT) TOBIAS EBSTER BAS WORLD KTM RACING TEAM + 00H 30′ 26” 89. (USA) MASON KLEIN KOVE FACTORY RACING + 05H 59′ 42” OVERALL 1. (AUS) DANIEL SANDERS RED BULL KTM FACTORY RACING 16H 10′ 31” 2. (USA) SKYLER HOWES MONSTER ENERGY HONDA HRC + 00H 12′ 36” 3. (BWA) ROSS BRANCHHERO MOTOSPORTS TEAM RALLY + 00H 12′ 40” 4. (ESP) TOSHA SCHAREINA MONSTER ENERGY HONDA HRC + 00H 12′ 48” 5. (USA) RICKY BRABEC MONSTER ENERGY HONDA HRC + 00H 15′ 09” 6. (ARG) LUCIANO BENAVIDES RED BULL KTM FACTORY RACING + 00H 22′ 31” 7. (FRA) ADRIEN VAN BEVEREN MONSTER ENERGY HONDA HRC + 00H 24′ 10” 8. (CHL) PABLO QUINTANILLA MONSTER ENERGY HONDA HRC + 00H 25′ 12” 9. (CHL) JOSE IGNACIO CORNEJO FLORIM HERO MOTOSPORTS TEAM + 00H 48′ 57” 10. (ZAF) BRADLEY COX BAS WORLD KTM RACING TEAM + 00H 53′ 36” 11. (ESP) EDGAR CANET RED BULL KTM FACTORY RACING + 00H 54′ 17” 12. (ESP) LORENZO SANTOLINO SHERCO RALLY FACTORY + 00H 57′ 07” 13.(ZAF) MICHAEL DOCHERTY BAS WORLD KTM RACING TEAM + 00H 58′ 26” 14. (AUT) TOBIAS EBSTER BAS WORLD KTM RACING TEAM + 01H 02′ 21” 15. (CZE) MARTIN MICHEK ORION – MOTO RACING GROUP + 01H 07′ 08”’ 16. (SVK) STEFAN SVITKO SLOVNAFT RALLY TEAM 01H 09′ 36” 17. (FRA) MATHIEU DOVEZE BAS WORLD KTM RACING TEAM + 01H 21′ 18” 18. (FRA) NEELS THERIC KOVE FACTORY RACING + 01H 22′ 25” 19. (USA) JACOB ARGUBRIGHT RSMOTO HONDA RALLY TEAM + 01H 25′ 28” 20. (FRA) ROMAIN DUMONTIER HONDA HRC + 01H 26′ 01” 65. (USA) MASON KLEIN KOVE FACTORY RACING + 06h 35′ 57” The post DAKAR 2025: 48 HOUR CHRONO STAGE RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

DIRT BIKE MAGAZINE VIDEO GALLERY We have been shooting/testing bikes like crazy and wanted to share with you some of our latest content that you might have missed. All in one place for you to check out! Click Subscribe on our Youtube channel to stay up to date with what we have coming! https://www.youtube.com/@DirtBikeMagazine 1997 Yamaha YZ125 Restoration Build ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=1QhUsNSvkjM&t=20s src: https://www.youtube.com/embed/1QhUsNSvkjM?start=20&wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/1QhUsNSvkjM?start=20&wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/1QhUsNSvkjM?start=20 ARVE Project KTM 250SX Vet Dream Build ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=LmadJX2mRVc src: https://www.youtube.com/embed/LmadJX2mRVc?wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/LmadJX2mRVc?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/LmadJX2mRVc ARVE RIDING THE 2025 STAR VARG EX DUAL SPORT ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=SXJzlsrfhjo src: https://www.youtube.com/embed/SXJzlsrfhjo?wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/SXJzlsrfhjo?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/SXJzlsrfhjo ARVE 2025 BETA 200RR X-PRO TEST ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=bh-9VTBo_es src: https://www.youtube.com/embed/bh-9VTBo_es?wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/bh-9VTBo_es?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/bh-9VTBo_es ARVE GPX TSE300R TEST ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=1ZN2qql-WeE src: https://www.youtube.com/embed/1ZN2qql-WeE?wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/1ZN2qql-WeE?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/1ZN2qql-WeE ARVE 2025 250 MOTOCROSS SHOOTOUT ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=PmYFiXfKw_M&t=257s src: https://www.youtube.com/embed/PmYFiXfKw_M?start=257&wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/PmYFiXfKw_M?start=257&wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/PmYFiXfKw_M?start=257 ARVE 2025 HONDA CRF450R WORKS EDITION WHAT’S NEW?! ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=dtOOWR9ckbA src: https://www.youtube.com/embed/dtOOWR9ckbA?wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/dtOOWR9ckbA?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/dtOOWR9ckbA ARVE FACTORY OFF-ROAD BIKE SECRETS ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=v9yOAwt97KI src: https://www.youtube.com/embed/v9yOAwt97KI?wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/v9yOAwt97KI?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/v9yOAwt97KI ARVE TWO STROKE TREASURE CHEST! ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=UK8k_Q4nIdM src: https://www.youtube.com/embed/UK8k_Q4nIdM?wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/UK8k_Q4nIdM?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/UK8k_Q4nIdM ARVE The post DIRT BIKE MAGAZINE VIDEO GALLERY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Dakar’s 48 Hour Chrono stage kicked off today with nearly 1000km of riding facing competitors over two days. Riders had to cover as much of the huge distance as they could before the clock struck 5pm today. Daniel Sanders The bike class has seen a dream start for Australian Daniel Sanders. After wins on the Prologue and Stage 1, Sanders was fastest again on the first part of the 48-hour Chrono. After close to eight hours in the saddle, Sanders put down the fastest time to maintain the overall lead of the bike race. Ricky Brabec Taking part in his tenth Dakar Rally, Ricky Brabec kept within touching distance of the virtual leader Daniel Sanders throughout the day as he reduced a two minute deficit down to just 40 seconds at the 617km break zone. Brabec also acquired time bonuses riding out at the front so it was a good competitive day for the reigning Dakar champion as these will be factored into the final stage times tomorrow at the conclusion of the huge test. Skyler Howes Once the clock stopped, 18 Rally GP riders made it to bivouac E at the 617km break zone. They will not know where they stand relative to each other in the classification before they open their basic food rations and then a night sleeping under the stars. With no service from the main team of mechanics who are 100s of kilometers away, it’s down to the skill of the riders to maintain their bikes with whatever they’re carrying with them or from fellow competitors. Everyone will be spending the evening recovering from a long day in the saddle as they swap stories with other competitors around camp fires as the original spirit of the Dakar in Africa is recreated before they’re back into top gear at the crack of dawn tomorrow to complete the 48 Hour Chrono for 2025. The post DAKAR 2025, 48-HOUR CHRONO STAGE, PART ONE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Dakar Rally got underway with its first test of the 2025 event in Saudi Arabia. It was 413 kilometres of racing that began and ended in Bisha. Ricky Brabec led in the early kilometres to just drop a little time towards the finish to lose 2′04″ to eventual stage winner Daniel Sanders. Skyler Howes had an eventful first stage as he stopped to assist Sebastian Bühler who had fallen off badly at the 68km mark but at the end of the stage that time was reinstated to the American. Overall it was a positive day for Howes that saw him finish fourth as he maintained a consistent rhythm behind Brabec over the latter half of the stage. Mason Klein did well to finish within the top 20 but wasn’t happy with that. Jason Argubright had similar feeling and is looking forward to tomorrow, which is the beginning of the 48 Hour Chrono This means 947 km of riding broken up with a night sleeping on the desert floor, food rations which include breakfast muesli, a hot dinner and drinks and no outside mechanical assistance. They’ll also have no idea where they are positioned in the stage standings relative to each other as the darkness and cold conditions descend upon them north of Bisha. Ricky Brabec: “Stage one is in the books. It was good to get a big stage under our belts even though it’s only one of twelve. I’m happy to be at the finish of stage one, now we’e going to get some rest and get ready for the chrono stage that happens tomorrow. I think it’s about 950 kilometres, so two days stuck in the desert with no assistance. I think today we did pretty good, tomorrow is not going to be easy but I think we’ll have to keep an eye on the situation out there.” Skyler Howes: “I was catching up to Sebastian and was in his dust and then the next thing our GPS was making a siren noise and I could see he had just picked himself up and was injured. I stopped with him and hit the rescue button as he had broken his collarbone. I spent a few minutes there on the side of the trail and then I hopped back in behind Ricky where it was just super dusty for the rest of the day.” Mason Klein: “Today the camera broke again before the refuel. It was a massive struggle for navigation today due to the traffic of other riders. I struggle a lot when following other people. Of course I’m not very happy with the results today because I know this is just an example of me having a rough day. Also I may have a knee problem now after popping it today on course. The bike is going strong still so we will keep pushing. Good news is for the chrono stage the rally GP class starts in reverse order so hopefully I can open and get some bonus time.” Rally GP Results – Stage 1 Pos. Rider Num Nation Team Time/Gap 1 Sanders Daniel AUS KTM Factory Racing Team 04:41:27 2 Brabec Ricky 9 USA Monster Energy Honda HRC + 02:04 3 Evan Branch Ross 16 BWA Hero Motorsports Team Rally + 02:26 4 Howes Skyler 10 USA Monster Energy Honda HRC + 04:07 5 Schareina Tosha 68 SPA Monster Energy Honda HRC + 04:42 6 Benavides Luciano 1 ARG KTM Factory Racing Team + 10:02 7 Quintanilla Pablo 7 CHI Monster Energy Honda HRC + 11:06 8 Van Beveren Adrien 42 FRA Monster Energy Honda HRC + 14:44 9 Cornejo Florimo José Ignacio 11 CHI Hero Motorsports Team Rally + 18:09 10 Cox Bradley 49 RSA BAS DAKAR KTM RACING TEAM + 25:56 11 Benavides Kevin 1 ARG Red Bull KTM Rally Factory Team + 34:23 OVERALL STANDINGS (AUS) DANIEL SANDERS RED BULL KTM FACTORY RACING 04H 41′ 27” (USA) RICKY BRABEC MONSTER ENERGY HONDA HRC + 00H 02′ 04” (BWA) ROSS BRANCH HERO MOTOSPORTS TEAM RALLY + 00H 02′ 26” (USA) SKYLER HOWES MONSTER ENERGY HONDA HRC + 00H 04′ 07” (ESP) TOSHA SCHAREINA MONSTER ENERGY HONDA HRC + 00H 04′ 42” (ARG) LUCIANO BENAVIDES RED BULL KTM FACTORY RACING + 00H 10′ 02” (CHL) PABLO QUINTANILLA MONSTER ENERGY HONDA HRC + 00H 11′ 06” (FRA) ADRIEN VAN BEVEREN MONSTER ENERGY HONDA HRC + 00H 14′ 44” (CHL) JOSE IGNACIO CORNEJO FLORIMO HERO MOTOSPORTS TEAM + 00H 18′ 09” (ZAF) BRADLEY COX BAS WORLD KTM RACING TEAM + 00H 25′ 56” (ESP) LORENZO SANTOLINO SHERCO RALLY FACTORY + 00H 30′ 06” (CZE) MARTIN MICHEK ORION – MOTO RACING GROUP + 00H 30′ 07” (AUT) TOBIAS EBSTER BAS WORLD KTM RACING TEAM + 00H 30′ 29” (SVK) STEFAN SVITKO SLOVNAFT RALLY TEAM + 00H 31′ 51” (ESP) EDGAR CANET RED BULL KTM FACTORY RACING+ 00H 32′ 12” (PRT) RUI GONÇALVES SHERCO RALLY FACTORY + 00H 33′ 24” (ARG) KEVIN BENAVIDES RED BULL KTM FACTORY RACING+ 00H 34′ 23” (CZE) MILAN ENGEL ORION – MOTO RACING GROUP + 00H 34′ 30” (FRA) NEELS THERIC KOVE FACTORY RACING + 00H 34′ 58” (USA) MASON KLEIN KOVE FACTORY RACING + 00H 35′ 11” (USA) JACOB ARGUBRIGHT RS MOTO HONDA RALLY TEAM + 00H 55′ 12” The post DAKAR 2025, STAGE ONE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The 47th edition of the Dakar Rally got underway today with a timed 29km prologue stage near Bisha in Saudi Arabia. The goal for all the riders was to finish in the top 10 so they could choose their starting positions tomorrow for stage one. Daniel Sanders was the fastest man, although all the Americans did well. The best was Ricky Brabec, who finished third. Skyler Howes was 10th, Mason Klein was 14th and Jacob Argubright was 19th. Tomorrow, there will be nearly 500km of riding on stage one, 413km of it against the clock over a mixture of terrain on a southern loop from Bisha; stony sections, sand and tricky navigation amongst the labyrinth of tracks will put them through their paces as they also strategise for the upcoming 48 Hour Chrono. That second 48 hour stage over two days is one of the hardest tests with all competitors sleeping out under the stars with simple rations for overnight food RICKY BRABEC: Today was OK, not bad but not great. It was good to start the rally with a prologue full speed and get the bugs worked out. There’s nothing to do for the rest of the day, we’ll hang out and then choose our position for tomorrow. That’ll be a little tricky and then hopefully tomorrow we can land in a good position for the 48 Hour Chrono and set ourselves off for a good start. SKYLER HOWES: The prologue was really fast and I like it like this. We had more or less open desert to navigate and so it was good, but of course I had to shake the nerves out today as during the last event that I was racing I had a big crash so I just wanted to get through the day and make sure everything was clean and ride good. So I’m pretty happy with my position for now, then we get to choose our positions for tomorrow and then the race begins. MASON KLEIN: Prologue complete with a solid P11 finish to kick off Dakar! The bike felt absolutely incredible—smooth, responsive, and ready to tackle the challenges ahead. We had a small issue with the navigation tower camera, which can flag an electronic concern. It fell off the tower and got stuck in between the handlebars, but it didn’t impact our run or overall performance. These things happen in rally racing, and we’re prepared to handle anything the desert throws at us. SS1 is tomorrow and starting in P10, which is a great position to attack from. I’m feeling strong, confident, and ready to take on the long, grueling stages ahead. Dakar is a marathon, not a sprint, and we’re just getting started. Let’s bring it! JACOB ARGUEBRIGHT: Prologues are typically not my vibe so happy to ride away with P19 OA and P4 in Rally 2 today! Crazy how tight the times are. Bike is feeling great and I’m looking forward to stage 1 tomorrow with 413km of fun (AUS) DANIEL SANDERS RED BULL KTM FACTORY RACING 00H 16′ 51′ (BWA) ROSS BRANCH HERO MOTOSPORTS TEAM RALLY + 00H 00′ 12” (ESP) EDGAR CANET RED BULL KTM FACTORY RACING + 00H 00′ 12” (USA) RICKY BRABEC MONSTER ENERGY HONDA HRC + 00H 00′ 18” (ESP) TOSHA SCHAREINA MONSTER ENERGY HONDA HRC + 00H 00′ 25” (CHL) PABLO QUINTANILLA MONSTER ENERGY HONDA HRC + 00H 00′ 27” (ARG) LUCIANO BENAVIDES RED BULL KTM FACTORY RACING + 00H 00′ 40” (FRA) ADRIEN VAN BEVEREN MONSTER ENERGY HONDA HRC + 00H 00′ 41” (ZAF) MICHAEL DOCHERTY BAS WORLD KTM RACING TEAM + 00H 00′ 47” (USA) SKYLER HOWES MONSTER ENERGY HONDA HRC + 00H 00′ 52” (DEU) SEBASTIAN BÜHLER HERO MOTOSPORTS TEAM RALLY + 00H 01′ 00” (CZE) MARTIN MICHEK ORION – MOTO RACING GROUP + 00H 01′ 01” (ZAF) BRADLEY COX BAS WORLD KTM RACING TEAM+ 00H 01′ 03” (USA) MASON KLEIN KOVE FACTORY RACING + 00H 01′ 04” (ESP) LORENZO SANTOLINO SHERCO RALLY FACTORY + 00H 01′ 11” (AUT) TOBIAS EBSTER BAS WORLD KTM RACING TEAM + 00H 01′ 26” (PRT) RUI GONÇALVES SHERCO RALLY FACTOR Y+ 00H 01′ 26” (SVK) STEFAN SVITKO SLOVNAFT RALLY TEAM + 00H 01′ 26” (USA) JACOB ARGUBRIGHT RS MOTO HONDA RALLY TEAM + 00H 01′ 30” (ZAF) AARON MAREHT RALLYE RAID + 00H 01′ 31” The post 2025 DAKAR RALLY PROLOGUE RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Who is America’s best off-road racer? That is, of course, an impossible question. But, we’ll answer it anyway. Each year we look at the grand picture of off-road racing in the U.S. to establish the national pecking order. This isn’t about last year alone. This is a snapshot of America’s talent, right now, at the beginning of the 2025 season and looking forward. In order to come up with such an ambitious list, we look at each of the key championships—from the woods of the GNCC series to the wide-open spaces of the National Hare & Hounds. All the riders who race in the U.S. are eligible, regardless of nationality. On top of that, we consider those who represent the U.S. abroad. We give extra weight to the accomplishments of riders who compete in more than one championship, and we seek out opinions from throughout the sport and across the country. This year, once again, our eye in the east was Tyler Shepardson of the On the Pipe podcast. When the championships have concluded and our riders return home, we inscribe a new name on the Caselli Cup. That’s the perpetual award named for Kurt Caselli, the man who best exemplified the spirit of American off-road racing and who continues to influence our sport years after his departure. Here, then, are America’s top 25 riders, including the winner of the 2025 Caselli Cup. 1. JOSH TOTH Photo: Mark Kariya AMA National Enduro Champion, ISDE Gold, GNCC Overall Winner If anyone is a perfect fit for this award, it’s Josh Toth. He dominated the 2024 AMA National Enduro Championship with seven overall wins. He became the first rider to win a GNCC overall from the second row. He was the top American at the International Six Day Enduro. And, he did it all as a privateer. Between those accomplishments, he found time to score points in the AMA Hard Enduro series, win a class championship in the J-Day series, ride a round of the FIM World Enduro Championship and even win an off-road race on an electric bike. All together, Josh rode eight different brands of motorcycles in 2024. Next year, he will stick to a factory Kawasaki on the Rocky Mountain Red Bear off-road team. 2. DANTE OLIVEIRA Photo: Mark Kariya NGPC Pro Champion, West Hare Scramble Champion, ISDE Gold No one in off-road racing has as much sheer speed as Dante Oliveira. After winning five consecutive NGPC Pro Championships, we now expect him to win every race in the west. We didn’t, however, expect to see him win a GNCC XC1 Pro race. Talk about going outside your comfort zone! Dante flew to a total of five GNCCs and won round four in Society Hill, South Carolina. He also dominated the West Hare Scramble series, but made it tough on himself by missing one round because of a mid-season injury. He ended the season by helping the U.S. Trophy team earn second in the ISDE. 3. JOHNNY GIRROIR Photo: Art Pepin GNCC XC1 Champion, U.S. Sprint Enduro Champion, ISDE Gold No one will contest that the GNCC series is the most prestigious off-road championship in America, if not the world. But, for years now, that series has been awaiting the next Kailub Russell—a dominant rider who truly defines racing in the east. Wait no more. Johnny Girroir has taken the crown and is unlikely to relinquish it any time soon. He also won all 16 rounds of the U.S. Sprint Enduro series, then helped the U.S. Trophy team to second place in the ISDE. 4. GRANT DAVIS Photo: Mack Faint GNCC XC2 Champion, National Enduro Pro2 Champion, ISDE Gold Grant Davis accomplished more before his 20th birthday than most riders do in a lifetime. Not to be outdone by Josh Toth, Grant became the second rider in GNCC history to win from the XC2 row. Then, two rounds later, he did it again! Along the way, he won the XC2 class easily, as well as the Pro2 class in the National Enduro series. In 2024 he made his second trip to the ISDE, where he led the U.S. Junior Trophy team to third and finished 11th overall in the individual results. He’s already one of the fastest riders in the world, and he’s still getting better. 5. TRYSTAN HART U.S. Hard Enduro Champion, EnduroCross Champion When you watch Trystan Hart ride, it’s difficult to keep your mouth from falling open. He’s just amazing. The young Canadian has emerged as the best EnduroCross rider, as well as the best Hard Enduro rider in North America, and it’s clear that he wants more. At this year’s Erzbergrodeo, Hart fell in the first turn and still managed to pass every rider—except one. In 2025, Hart will set his sights on becoming the best Hard Enduro rider in the world. 6. RICKY BRABEC 2024 Dakar Rally Winner Ricky is now the best rally rider in the world. He proved that with his second Dakar win in 2024, and he will doubtlessly prove it again. Our only complaint is that we want him back! Ricky rarely races in the U.S. At the Mint 400, he teamed up with Skyler Howes and Preston Campbell to win, but we’ve otherwise seen little of him stateside. Ricky will be fighting an uphill battle against a recent injury in the 2025 Dakar Rally in the next few weeks. No one is betting against him. 7. DARE DEMARTILE Photo: Connor Moore WORCS 450 Pro Champion, NGPC 450 Pro #2 Six years ago, Dare was racing pro motocross with promising results. Then he ventured into the off-road racing world and was hooked. His results improved year by year until 2024, when he won the WORCS Pro 450 Championship with an impressive five race wins. In NGPC, he’s one of the few riders who can go head to head with Dante Oliveira. 8. ZANE ROBERTS Photo: Mark Kariya AMA National Hare & Hound Champion, AMA West Hare Scrambles #4 Zane is one of those riders who is always there, always ready to pounce. He won the 250 Pro class in the National Hare & Hound series back in 2019, and since then he has been getting closer and closer to the big prize. Finally, he became the overall champion in 2024. It won’t be his last. 9. STEWARD BAYLOR GNCC XC1 #3, AMA National Enduro #2 Steward took on the absurdly difficult challenge of being a team owner, as well as its star rider, in 2024. He made it work well enough to earn third in the XC1 class himself, as well as putting Rachel Archer on top of the WXC Pro class. In 2025, Red Bear Racing will be the official factory Kawasaki team, and Steward’s double role will be even more challenging. If anyone can do it all, he can. 10. JORDAN ASHBURN GNCC XC1 #2 After 15 years of racing at the highest level, Jordan Ashburn is only getting better. He proved that the championship he earned in 2022 was not a fluke by being just as fast and just as consistent as ever in 2023 and 2024. He won rounds 11 and 12 at the end of last season and is now in the top five on the list of winningest active riders. 11. MASON SEMMENS Photo: Mark Kariya NGPC Pro2 Champion, WORCS 250 Pro Champion Mason has been busy since coming to America from Australia. He raced two seasons of GNCC in the XC2 class, then turned his attention to the west. The terrain must suit him well. He won six WORCS 250 Pro races and six NGPC Pro2 races to become a double champion. 12. CRAIG DELONG GNCC XC1 #4, Sprint Enduro #3 Craig DeLong had great results in 2024, winning two GNCC XC1 races and earning multiple podiums in the U.S Sprint Enduro series. But, for him, it was a disappointing defense of his 2023 XC1 Championship. It started with a few unlucky races and ended with a broken hand and surgery. Craig will be back with Husky and aiming to make up for lost time in 2025. 13. ANGUS RIORDAN Photo: Art Pipin GNCC XC2 #2 U.S. Sprint Enduro 250 #1 Angus Riordan has been on the verge of a championship for several years, and this year he earned the top 250 po-sition in the U.S. Sprint Enduro Championship. For two years he’s been a frustrating second in the GNCC XC2 class. No matter who he races, he’s tough and persistent, so if you beat Angus Riordan to win a national title, one thing is certain: you earned it. 14. CODY BARNES Photo: Ron Lawson GNCC XC2 #3, ISDE Gold, U.S. Sprint Enduro #6 After serving on the 2022 U.S. Junior Trophy team, Cody Barnes was called up to the premier Trophy team in 2024 where he helped the U.S. earn second place by finishing fourth in the E1 category. Stateside, Cody has been waving the flag for the Phoenix Honda team in the GNCC XC2 class, as well as in the U.S. Sprint Enduro series. 15. MATEO OLIVEIRA Photo: Mark Kariya NGPC 450 Pro #4, AMA West Hare Scrambles #3, ISDE Gold Being the little brother to Dante Oliveira is a mixed blessing. On one hand you get to learn from the fastest rider in the west, but on the other hand, you’re in the same class at most of the same races. Mateo withstood the family pressure and expectations to carve out impressive results of his own and help the U.S. Junior Trophy team finish third in the ISDE. 16. GIACOMO REDONDI Photo: Mark Kariya NGPC 450 Pro #6, AMA West Hare Scrambles #2, AMA H&H #10 In his first few years stateside, Giacomo won the Pro WORCS title followed by an AMA West Hare Scrambles Championship. Then he settled into a pattern of spotty flashes of brilliance across many different venues. This year the Italian came within a few points of capturing another Hare Scrambles Championship and even had a standout performance in the World Vet MX Championship. 17. GRANT BAYLOR Photo: Ron Lawson GNCC XC1 #7, AMA National Enduro 6th Any other rider would be delighted to finish on the podium as many times as Grant Baylor did in 2024. But, it was a tough year for the defending National Enduro champion. Grant started off well, but missed much of the season due to injuries. Next year he gets a clean slate and will be on the Red Bear Factory Kawasaki team. 18. EVAN SMITH GNCC XC1 #6, AMA National Enduro #3 Privateer life is hard at the highest level of off-road racing, but Evan Smith manages to finish ahead of factory-supported riders almost every time he races—and he races a lot. The Georgia rider always punches above his weight and is a sure bet for podium finishes in 2025. 19. AUSTIN WALTON Photo: Mark Kariya NGPC 450 Pro #3, AMA Hare & Hound #2 No two forms of racing are farther apart than motocross and desert racing. But, Austin Walton has successfully re-cast himself as a full-time off-road guy, and his performance in the 2024 AMA National Hare & Hound series proves it. Austin stepped up to the plate for the Rockstar Husqvarna team this year and put results on the board when they needed it most. 20. DALTON SHIREY Photo: Mark Kariya AMA National Hare & Hound #5, NGPC Pro #10 Dalton won the first race of the 2024 National Hare & Hound series and the last. Everything in between was tough. He was injured in April and had a long, slow fight to return to form. For 2025, he will be on a Husky in his bid to regain the Hare & Hound Championship. 21. BRANDY RICHARDS Photo: Art Pipin ISDE Gold, GNCC XCW #2, U.S Sprint Enduro Women’s Pro #1 We’re used to seeing Brandy Richards lead the U.S. women to victory in the ISDE. We didn’t expect to see her go toe to toe for the GNCC WXC Championship. In 2024, she left her home in the Arizona desert to race a season in the east, where she won a U.S. Sprint Enduro number-one plate and matched Rachel Archer in GNCC race wins. After that, she once again did her magic at the ISDE. Wow. 22. RACHEL ARCHER Photo: Ron Lawson GNCC XCW Champion, National Enduro Women’s #1 Rachel Archer is a force to be reckoned with. She switched teams for 2024 and had to come to terms with a new bike and a new program. That didn’t stop her from winning her third consecutive GNCC WXC Championship. The addition of Brandy Richards to her class simply made Rachel up her game. At the ISDE, Rachel rode for New Zealand and kept the U.S. from sweeping all the tests. 23. COLTON AECK Photo: Mark Kariya NGPC 250 Pro #2, WORCS 250 Pro #2 Colton Aeck has become the wily veteran of the western off-road racing world. He has won his share in WORCS and NGPC, plus he often comes out swinging in local events like SRA and the Glen Helen Endurance series. For 2024, he continued to be a formidable obstacle for anyone hoping to make a mark in the west. 24. RACHEL GUTISH FIM Women’s Enduro GP #2, U.S. Hard Enduro Women’s #1, ISDE Gold Rachel Gutish is everywhere. She did a half season of the GNCC WXC class, won the Tennessee Knockout in the Woman’s Pro class, went to Europe to race the FIM World Enduro Championship, came home to win a couple rounds of the AMA National Enduro Woman’s Elite class, went to Europe to win a round of the FIM E-Xplorer series, then helped the U.S. women’s team win the ISDE. We’re exhausted just watching her. 25. COLE MARTINEZ Photo: Ron Lawson NGPC 450 Pro #5, WORCS 450 Pro #6 Cole made a mid-year switch from the SLR Honda team to a Twisted Development Yamaha in order to ride the Loretta Lynn Amateur MX Championship. He won a moto in the +25 A class there, but missed the final rounds of NGPC and WORCS. For 2025, his plans are still unclear, but we feel certain he can’t stay away from off-road for long. The post AMERICA’S BEST OFF-ROAD RACERS: CASELLI CUP, 2025 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

This week on Two-Stroke Tuesday we take a quick look at a carbureted KTM 250SX project done by former professional west coast off-road racer Mitch Anderson. He described this project as “The bike I always wanted to build but never had the time or money because I was chasing my racing dream.” To accomplish this build Anderson worked with a lot of his longtime sponsors like FMF, Bolt Hardware, Renthal, CST Tires, WPS, Fly Racing, Dubya USA, TM Designworks and AHM Factory Services. Scroll down to see more. If you want to see some action of this machine check out the Vlog #23 below and look for a complete test video on our YouTube channel in the near future!  The post KTM 250SX PROJECT BY MITCH ANDERSON : 2-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

AJP PR7 2024 model shown AJP is a company out of Portugal, but the bikes are assembled with bits and pieces from all over the world. The PR7 is a rally bike with a 600cc motor made by SWM in Italy. The suspension is Sachs, the brakes are Brembo and the fuel-injection system is by Athena/GET. The PR7 is equipped for the street, but not EPA approved at this time. Still, it’s licensable in many states. KOVE RALLY: $9499 There are three variations of the Kove Rally. All three have a DOHC 450cc motor, fully adjustable suspension, a rally fairing and 8 gallons of fuel capacity. There is also a Pro Race model that notches up the performance considerably and will be the basis for another Dakar effort in 2025. It sells for $13,999. Finally, there is a version that is fully compliant with EPA and DOT requirements to be street-legal in all 50 states for $9299. It’s available in high or low seat heights. AJP SPR510/SPR310: $9499/$8999 2024 model shown If the AJP SPR510 motor looks familiar, it’s because you probably saw it in a Husqvarna model in the not-so-distant past. SWM in Italy supplies AJP with the motors that were sold under the Husky name prior to 2013. The SPR510 chassis, on the other hand, is like nothing else on the market. It’s a hybrid design that uses both steel and aluminum. The suspension is by Sachs, and the brakes are Brembo. SHERCO 500SEF/450SEF: $12,799/$12,599 Sherco is a French manufacturer that is well known for its two-strokes and trials bikes. But, the big four-stroke in the company line has a long list of achievements, including the 2020 AMA Enduro Championship under Grant Baylor. It also has a history of success in Dakar. For 2025, all the Sherco off-road bikes get a new frame and redesigned bodywork. Weight loss was a big focus, whereas the basic chassis geometry didn’t stray too far from the existing design. BETA 480RR/430RR RACE: $11,399/$11,299 The Race models in Beta’s line are the elite versions of their off-road four-stokes and borrow much from the new 450RX motocross bike. The engine cases are new and have finally lost the provision for the kickstarter. The Race models come with KYB suspension, and a number of anodized bits and pieces. The 480RR and the 430RR are almost identical aside from displacement, which is derived from a 5mm increase in bore for the 480. BETA 480RR/430RR X-PRO: $10,599/$10,499 Beta says the models carrying the X-Pro name are dedicated to singletrack trails. They come equipped with Sachs suspension and Nissin brakes. For 2025, they get a new frame similar to the one developed for the 450RX motocross bike. They did not receive the new engine cases and therefore still have a provision for a kickstarter if you don’t trust the button. The 480RR and the 430RR are almost identical aside from displacement. GASGAS EC450F: $11,549 GasGas has trimmed its offerings for 2025. Carrying the bulk of the company’s large-displacement workload is the EC450F. This is primarily designed as a trail bike with a headlight, cushy suspension settings and a softer exhaust note, but all the core elements are the same as the MC450F motocross bike. The front suspension is the spring version of the WP Xact fork. This year it gets a more compliant frame, among other updates. HONDA CRF450X: $9999 When Honda released the CRF450RL dual-sport bike in 2019, the company also produced a dirtier version for fulltime off-road riding. The CRF450X has since accumulated an impressive record of wins in Baja. It has the same chassis and motor as the dual-sport, but it’s lighter and in a spicier state of tune. It’s still fully EPA compliant and even makes the cut for a California green sticker. HONDA CRF450RX: $9999 The RX is a full-blooded competition bike with just one degree of separation from the Honda CRF450R motocross bike. Like the MX model, it got a new frame for 2025 with different flex characteristics. It also has new fork clamps and an extensive list of changes all aimed at improved handling. An 18-inch rear wheel, softer suspension, increased fuel capacity, off-road engine mapping and handguards are among the features that give it off-road credentials. HUSQVARNA FE450: $12,249 Husqvarna’s large-displacement, four-stroke off-road bike differs from the KTM version (the 450XC-W) in a number of ways, starting with the fact that it has linkage suspension. The FE’s frame is similar to that of the FC450 motocross bike, but with softer suspension. It also has a six-speed gearbox and is in a milder state of tune than the MX bike. This year Husqvarna’s off-road models are available in blue Heritage editions (shown) for $300 more. KAWASAKI KX450X: $10,699 Last year, Kawasaki unveiled a brand-new KX450 motocross bike, and the X version was swept along with the same changes. It got a new chassis and connectivity with the Rideology smartphone app that allows you to alter fuel mixture and spark-advance mapping. Unlike some other bikes, the KX450X comes with the connectivity module, so there are no extra expenses involved. The X also offers offroad suspension and features, but no additional fuel capacity. KTM 450XCF-W: $12,149 This is a true off-road bike, not a motocross bike with a kickstand. As such, the 450XCF-W has PDS no-linkage rear suspension resulting in increased ground clearance and a distinctive feel that most off-roaders love. The XCF-W also has a coil-spring fork, a six-speed gearbox, off-road engine tuning and 3.4 gallons of fuel capacity. It comes with an LED headlight, a taillight, an odometer, handguards and an O-ring chain. KTM 450XC-F: $12,199 This is the bike that has won virtually every race in the west for years, and has even made its mark in the GNCC XC-1 Pro class. The 450XC-F is closely related to the 450SXF motocross bike, but has off-road suspension settings, increased fuel capacity, an 18-inch rear wheel with a Dunlop AT71 tire, an O-ring chain, handguards and a skid plate. It has the updated frame that the SX got for 2025. This year, it finally gets a six-speed gearbox. YAMAHA WR450F: $10,199 Yamaha has made the newest version of the YZ450F into a true trail bike with increased fuel capacity, a wide-ratio gearbox, more electric capacity and a super-quiet exhaust note. The suspension is soft and the power delivery is smooth. This bike meets all the federal requirements as an off-road bike, but is not eligible for a California green sticker and is not even sold in California. In stock form, the bike has a throttle stop and an inner baffle. YAMAHA YZ450FX: $10,199 Yamaha has gone a step further than any other Japanese manufacturer in the creation of a crosscountry race bike based on its 450 motocross model. It has softer suspension like most of them, increased fuel capacity like some of them, off-road mapping like a few of them, and a wide-ratio five-speed gearbox like, well, none of them. The 450FX is also compatible with the Yamaha Power Tuner smartphone app, which allows in-the-field engine tuning at no extra cost. BETA 390RR/350RR RACE: $11,199/$11,099 Beta called these the “Race Editions” in the past. Now, they dropped the word “Edition” because they don’t want people to confuse them with limited-run special editions offered by other manufacturers. The Race models use the new frame and engine cases developed for the 450RX motocross bike and have KYB suspension. They also get a new look for 2025. BETA 390RR/350RR X-PRO: $10,399/$10,299 Beta’s four-strokes come in four different sizes, and each has its own distinct personality. The 390RR and 350RR are the two smaller versions, even though they look virtually identical to the 430RR and 480RR. The X-Pro models are trail-oriented and have Sachs suspension and Nissin brakes. They both get a new frame for 2025, but they retain the provision for a kickstarter. That is sold as a kit for $400. GASGAS EX350F: $11,199 GasGas has trimmed its lineup for 2025, and the 350 is now the big bike in its cross-country racing fleet. It’s similar to the MC350F motocross bike, meaning it got a new, more compliant frame for 2025. It differs from the MX version with its coil-spring, closed-cartridge fork; softer suspension valving; six-speed gearbox; 18-inch rear wheel, Dunlop tires, O-ring chain and kickstand. It does not come with a map switch in stock form. HUSQVARNA FX350: $11,949 The Husqvarna FX350 is the one motorcycle to own for riders who can’t stand the thought of only owning one motorcycle. It can be a motocross bike one weekend and a trail bike the next. It’s similar to the FC350 motocross bike, but with a six-speed gearbox and off-road equipment. Like Husky’s other competition bikes, it has a slightly reduced seat height compared to KTM and GasGas models. This year, there’s a blue Heritage edition for $12,049. KTM 350XC-F: $11,949 Kailub Russell singlehandedly made the KTM 350XC-F into the winningest off-road racer east of the Mississippi. Even though Kailub is now retired, the 350 continues to win race after race, championship after championship. It has motocross-level power with a six-speed gearbox, offroad suspension, an 18-inch rear wheel, an O-ring chain, handguards and a kickstand. For 2025, the 350XC-F gets a new frame and updated suspension. BETA 300RR/250RR X-PRO (TWO-STROKES): $9899/$9699 Beta opens a new chapter in 2025. The standard RR models are now called the “X-Pro” editions. These have oil injection and a trail-friendly disposition. They feature a new frame with a 20mm-lower seat height, an all-new single-spring front fork, elastomeric handlebar mounts, a coolant reservoir and a rescue strap on the front fender. The bodywork also has a new look. BETA XTRAINER (TWO-STROKE): $8499 The Xtrainer (Beta pronounces it “Crosstrainer”) is now in its 11th year of production and has been a sales success due to its lower price and entry-level disposition. Compared to the standard two-strokes in Beta’s line, the Xtrainer has a lower seat height, softer suspension and a gentler power delivery. It has a new look for 2025 with a distinctive gray theme. GASGAS EX300/EX250 (TWO-STROKES): $10,749/$10,449 GasGas is a blood brother to KTM and Husqvarna, but comes in with slightly lower pricing. Accordingly, the map switch costs extra, and a number of components, like the Braktec hydraulics, are different from those on the other Pierer brands. The EX line is aimed at crosscountry racing, using the same updated frame as the motocross version. GASGAS EC300/EC250 (TWOSTROKES): $10,799/$10,499 These are the more trail-oriented models from GasGas. Compared to the EX cross-country racers and the MC motocross bikes, they have a smoother power delivery and softer suspension. They also feature oil injection. These models have the Keihin throttle-body fuel-injection system, which is integrated with the electronic power valve. HUSQVARNA TX300 (TWO-STROKE): $11,699 The Husky TX line has only one model for 2025— the TX300. This is the two-stroke counterpart to the FX four-stroke line and is aimed at cross-country racing. The TX has the newest generation of the throttle-body fuel-injection system, and has a map switch for toggling between mild and wild power delivery. The gearbox is a six-speed, and the fork is the spring version of the WP Xact. HUSQVARNA TE300/TE250 (TWO-STROKES): $11,699/$11,349 In the past, the differences between the trail-oriented TE models and the TX cross-country racer were subtle. Not now. The TE300 and 250 are much milder, softer, friendlier and more appropriate for trail riding. They still have a map switch, so you can alter the power delivery between mild and aggressive. Later in the year, there will be a TE300 Pro special edition with upgraded accessories. KTM 300XC/250XC (TWO-STROKES): $11,499/$11,199 KTM has been refining its throttle-body fuel-injection system for almost two years, and now the latest version is in the 300XC and 250XC cross-country bikes. These models are six-speeds with linkage rear suspension and the spring version of the WP Xact fork. Unlike the XC-Ws, the 300XC and 250XC do not have oil injection. A map switch is standard equipment. KTM 300XC-W/250XC-W (TWO-STROKES): $11,599/$11,199 If you’re a fan of PDS no-linkage rear suspension, the XC-W line has you in its crosshairs. These machines are designed for hard-core trail use, as well as extreme enduros and feature oil injection. They also have throttle-body EFI integrated with an electronic power valve. The XC-Ws have map switches to tailor the power delivery. There is a Hard Enduro special edition of the 300XC-W for $13,299. RIEJU 300MR 6 DAYS SPAIN (TWO-STROKE): $10,699 For 2025, Rieju will be featuring an all-new two-stroke motor across most of its line. That motor will be revealed at the EICMA show this fall. In the meantime, fans of the traditional two-stroke motor can still have it in the 6Days Spain edition. That’s the last vestige of the GasGas offroad motorcycles that were developed in Spain prior to the Pierer acquisition. SHERCO 300SEF/250SEF: $12,499/$11,699 The Sherco 250SEF has the distinction of being the only 250 four-stroke that was designed as an off-road/cross-country racer from the ground up. All the others were adapted from motocross models. This year, Sherco’s engineers paid attention to the camshaft bearing cap, the rev limiter, mapping and the Akrapovic exhaust. The chassis also lost weight and got new bodywork. The 300 is the same aside from the increase in displacement. SHERCO SE300/SE250 FACTORY (TWO-STROKES): $11,999/$11,799 Sherco continues to make subtle refinements rather than complete makeovers. The SE300 and 250 still have electronic power valves and Keihin carburetors, but both have new bodywork for 2025. The handguards, the skid plate and the instrument visibility have all been refined. The 250 also has a new gearbox that was designed and built in-house at the Nimes factory. GPX TSE300R/TSE250R (TWO-STROKES): $6899/$5699 GPX is a brand based in Utah and manufactured in mainland Asia. The TSE250R has been around long enough to prove itself in terms of reliability, and the guys in Utah are here to stay. The bike features a six-speed gearbox in what resembles an early ’90s Yamaha motor. The chassis and bodywork have a distinct KTM look. Virtually all the components are well finished, but the price is the star of the show. GASGAS EX250F: $10,299 In the extended family of Pierer Mobility motorcycles, GasGas is considered the most affordable brand of the group. However, the EX250F is still more expensive than any of the Japanese 250 four-strokes. It has premium-level components like WP suspension, and the exact same motor and frame as the KTM 250XC-F. The suspension is a little softer than that of the KTM, and the GasGas doesn’t get a map switch or handguards. HONDA CRF250RX: $8699 Honda gave all its competition bikes a new chassis for 2025. That means the CRF250RX got a more rigid frame and numerous suspension upgrades. It also got a new airbox and new bodywork. To make it more off-road-worthy, the RX has softer suspension, different mapping, more fuel capacity, handguards, a skid plate, an 18-inch rear wheel, an O-ring chain and a kickstand. KAWASAKI KX250X: $9099 Kawasaki didn’t make the off-road community wait for the upgrades that the KX250 motocross bike got this year. The KX250X got all the same new parts. The frame is new, the bodywork is new and the motor has numerous changes. The bike is also compatible with the new Kawasaki Rideology smartphone app, which allows riders to tailor the powerband to their liking. That doesn’t require the purchase of anything extra; just download and go. KTM 250XC-F: $10,849 This is a full-blooded cross-country race bike that shares almost everything with the KTM 250SXF motocross bike, including the frame, suspension components and all the power-producing aspects of the motor. It differs in a few key areas: the six-speed gearbox, the softer suspension setup, the 18-inch rear wheel and a number of off-road accessories. There is no counterpart to this bike in the Husqvarna line. YAMAHA WR250F: $9099 The WR250F has a completely new chassis for 2025, but it remains a true off-road bike, not a modified motocrosser. It has cushy suspension and a superquiet exhaust note. This bike meets all the federal requirements to be imported as an off-road bike, including those relating to sound and emissions. In many states, it is commonly registered as a dual-sport bike, but that requires some modification. In stock form, it does not have all the proper DOT equipment. YAMAHA YZ250FX: $9099 Yamaha made revolutionary changes to the YZ450F in 2022. Last year that revolution spread to the YZ250F motocross bike, and now, it has finally made its way to the YZ250FX cross-country bike. The changes include a new frame, airbox and bodywork. Unlike the motocross versions, the YZ250FX has a six-speed gearbox. It also has a different power delivery, softer suspension and a short list of specialized off-road equipment. YAMAHA YZ250X (TWO-STROKE): $8099 Yamaha made the YZ250 motocross bike into an off-road bike with a handful of well-targeted changes. It still has a five-speed gearbox, but the gear ratios for third, fourth and fifth are taller. The cylinder-head volume, compression ratio, exhaust port, ignition mapping and power-valve shape were all altered. Softer suspension, a kickstand and a few other changes complete the transformation. BETA 200RR X-PRO (TWO-STROKE): $9499 If you’ve been around long enough, you remember when the 200cc two-stroke was the king of the offroad world. The 200RR is an excellent tribute to that time. It got the “X-Pro” rebranding for 2025 like all other standard-edition Beta off-road models. This has an electric starter, oil injection and Sachs suspension. For 2025, it has a lower seat height and new, slimmer bodywork. KAWASAKI KLX300R: $5549 Old-timers will remember this bike from the ’90s when it was at the leading edge of four-stroke technology. It recently returned as a play bike but with fuel injection. It still has a DOHC, liquid-cooled, four-valve motor with electric start and a six-speed gearbox. The price is actually reduced for 2025. The rear suspension is adjustable. There is also a dual-sport version of this bike for $5449. GPX FSE250E: $4599 This Asian-built play bike has a distinct KTM vibe, but with an air-cooled motor. The chassis is steel with a central backbone and a fully adjustable shock connected directly to the swingarm, PDS-style. The motor is a fuel-injected, electric-start four-valver with a single overhead cam. The fork is made by SZC and is also fully adjustable. The full-size wheels have billet hubs with disc brakes. It comes with an LED headlight, but an MX number plate comes in the crate. GPX FSE250S: $3999 The FSE250S is available in two wheel sizes: a 19/16-inch combo with a 32.9-inch seat height and, for $100 more, a 21/18-inch combo with a 34.8-inch seat height. Both feature an air-cooled motor with four valves, an electric starter and a six-speed gearbox. The S-model features linkage suspension with an adjustable shock. Up front, it has a SZC fork. Both ends have disc brakes. HONDA CRF250F: $4999 The Honda CRF250F is an old-school fourstroke that has full-size wheels, but a reasonable seat height to appeal to less experienced riders. The motor is air-cooled and has electric start with fuel injection. The gearbox is a five-speed, and the brakes are hydraulic. The “F” suffix on the end means this is a member of Honda’s family-oriented four-stroke line. SSR XD250: $2799 2024 model shown SSR is one of the most well-established importers of play bikes from mainland Asia. For 2025, the company has streamlined its offerings. The newest bike in the line is the XD250. This has an air-cooled, electric-start motor with a backup kickstart lever. The wheels are 16 inches in the rear and 19 inches in the front; the brakes are hydraulic at both ends; and the suspension is adjustable. The SSR has a high level of fit and finish that you might not expect in this price range. AJP SPR240: $5499 2024 model shown There’s a whole family of small-displacement fourstrokes from AJP. The base model is the SPR240, which has a very simple air-cooled motor in a fairly sophisticated hybrid frame. The 240EX is a premium version of that with upgraded Sachs suspension and Brembo brakes for $5999. At the high end is the SPR250, with an Asian-made liquid-cooled motor and an Italian-made GPR exhaust system, that sells for $7499. KAWASAKI KLX230R: $4999 Kawasaki’s little big bike was the beneficiary of a styling makeover for 2025, along with some engine updates and an increase in fuel capacity. It still features an aircooled motor with a six-speed gearbox. Kawasaki offers a version of the KLX230R with shorter suspension travel for a slightly lower seat height (34.4 versus 35.6 inches). It’s called the KLX230R_S, and there’s no difference in price. YAMAHA TT-R230: $4699 Yamaha hasn’t paid much attention to the TT-R230 in over a decade. That’s why the price didn’t go up for 2025. It has a carburetor and is air-cooled. All the tooling has long since been paid off. The bike does have electric start and a six-speed manual gearbox. The wheels are a full-sized 18/21-inch combo, and the seat height is around 34 inches. The exhaust is very quiet, and the bike is off-road-legal. HUSQVARNA TE150 (TWO-STROKE): $10,249 Last year the Husky TE150 received throttle-body EFI with an electronic power valve, and now it’s been further refined. The TE150 makes excellent low-end power for a small-displacement two-stroke. The price is intimidating, though. It’s built on the same basic platform as the TC150 motocross bike, but is far more expensive for reasons we don’t quite understand. KTM 150XC-W (TWO-STROKE): $10,199 Over the last two years, there’s been a remake of all KTM two-strokes. Some weren’t received as well as others. This one, however, was a hit from day one. The 150XC-W with throttle-body fuel injection was a big improvement over the previous model, which had Transfer Port Injection. The new 150XC-W still features PDS no-link rear suspension, a spring fork and oil injection. BETA 125RR X-PRO (TWO-STROKE): $8599 This is Beta’s tribute to the most traditional two-stroke fans. The 125RR still has a carburetor, a mechanical power valve, a kickstarter and you get the satisfaction of mixing oil in the gas yourself. For those who want more modern conveniences, Beta offers the 200RR with both electric start and oil injection. The125 gets a number of upgrades for 2025, including new bodywork. KTM 125XC (TWO-STROKE): $8499 For cross-country racing, where displacement is limited to 125cc, the 125XC is a pure-blooded competition bike. It’s very similar to the 125SX motocross model, but has a larger fuel tank, offroad suspension, a kickstand, handguards and an 18-inch rear wheel. It got a new frame for 2025, as well as comprehensive programming updates. SHERCO SE125 FACTORY (TWO-STROKE): $7999 Sherco did the unthinkable for 2025—the price of the SE125 actually decreased. Compared to the previous year, the price has come down $600. Despite that, it got updates in the airbox, subframe, bodywork, handguards and skid plate. The SE125 remains a mix of advanced and traditional technology with electric start, an electronic power valve, and a Keihin carburetor. YAMAHA YZ125X (TWO-STROKE): $7199 There’s still a place for the 125 two-stroke in the off-road world. The YZ125X is similar to the motocross version, but has an 18-inch rear wheel, an O-ring chain, a kickstand and a fuel tank petcock with reserve position. The motor has a revised compression ratio, different power valve timing and ignition mapping. The six-speed gearbox and fuel-tank capacity are the same as those of the MX model. SSR XD150: $2399 2024 model shown With a 14/17-inch set of wheels, the XD150 lands in that middle area between pit bike and off-road bike. We will lift it over the barrier because of its big-bike styling, longish suspension travel and hydraulic disc brakes. It has a backup kickstart lever and excellent fit and finish. The XD150 was formerly known as the SR150. KAWASAKI KLX140R: $3699 No matter how big or small you are, Kawasaki has you covered with some version of the KLX140R. The standard version has a seat height of 30.7 inches and a 14/17-inch wheel combo. The KLX140R L has larger wheels (19-inch front, 16-inch rear), a seat height of 31.5 inches and a price of $3999. The KLX140R F has a 21-inch front wheel, an 18-inch rear and 12.4-inch ground clearance. It sells for $4299. HONDA CRF125F: $3499 Back in the ’60s, Honda more or less gave birth to the very concept of small-bore play bikes. Today’s CRF125F carries that legacy forward, but has fuel injection and electric start. There’s still a backup kickstarter. The clutch is manual and the gearbox is a four-speed. There’s a disc brake in front and a drum brake in the rear. The standard version has a 14-inch rear wheel and a 17-inch front wheel. There’s a big-wheel version for $3899. SUZUKI DRZ125L: $3619 The Suzuki DR125L is the very definition of a no-frills mini. It still has a simple, aircooled four-stroke motor with an old-school carburetor. No electric start, no electronic fuel injection. It has a hydraulic front disc brake and a drum brake in back. The wheels measure 19 inches in the front and 16 inches in the rear. YAMAHA TT-R125LE: $3599 If you peek into the garages on your block, chances are there will be at least one Yamaha TT-R125 within a few houses. They are everywhere. With that in mind, it’s understandable that Yamaha hasn’t changed it in over 20 years. It has electric start, but the kickstarter is still there if you need it. It also has a carburetor, a manual clutch, a drum rear brake and a five-speed gearbox. The post 2025 OFF-ROAD/CROSS-COUNTRY BIKE BUYER’S GUIDE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

At one time, BMW was the Kleenex of the adventure bike world. Starting with the R800GS and moving through subsequent boxer twins of regularly increasing displacement, BMW maintained its status as the archetype all-surface travel bike. For years, the rest of the motorcycle industry looked to BMW to define that entire segment. In all that time, there has never been a complete reboot like this; the latest BMW R1300GS is totally new. It arrived early in 2024 to replace the R1250GS. That bike was substantially redesigned in 2018, but the 1300 has virtually no part numbers that have been carried over. This is BMW’s attempt to assert itself and redefine the adventure bike segment yet again. BMW made its flagship adventure bike lighter and more compact. The list of electronic features is immense. THE BOXER LIVES In very broad terms, the 1300 retains most of the iconic features that have become its hallmarks. It’s still a horizontally opposed twin-cylinder motor. It still has Telelever front suspension and a driveshaft with the Paralever rear suspension. Every one of those components is new for the 1300, starting with the motor. It has more displacement (measuring 1300cc on the dot) with a large bore and a comparatively short stroke. The six-speed gearbox has been relocated under the longitudinal crankshaft. That allows for a longer single-sided swingarm. Years ago, BMW devised a linkage system to deal with the torque reactions that are peculiar to shaft drives. That’s what the Paralever system is. The original R800GS had torque reaction so severe you could actually bunny-hop the rear wheel using nothing but throttle. The Evo Paralever system has been reworked with a rear shock that has variable rates. In the front, the Telelever front suspension uses a front swingarm and a centrally located front shock. That, too, has BMW’s new variable rates. The shock actually has two different springs so you can electronically alter the overall spring rate. That means you are no longer restricted to damping changes alone to tailor the bike to your needs. The changes go on and on, but the bottom line is that the R1300Gs is a smaller, lighter bike than the one it replaces. The engine alone lost 8 pounds, the chassis is narrower and more compact. Total curb weight is said to be 522 pounds, which is around 27 pounds less than the 1250, depending on the option package. PICK A CARD, ANY CARD There are options, packages and configurations galore with all BMW motorcycles. The base price of the bike alone is $18,895, but virtually none are sold like that in the U.S. The one we have is the R1300GS Triple Black package (+$975) with the Premium package (+$3985), an Akrapovic double muffler (+$995), cross-spoke wheels (+$500), and other miscellaneous bits and pieces to bring the MSRP up to $26,705. It’s worth far more than the truck we loaded it into. The list of individual items in the Premium package is very long, but the two items worth noting are ride modes Pro and Dynamic suspension adjustment. Ride modes can be selected through a dedicated button on the right, and they include basic Eco, Rain and Road, plus Dynamic, Dynamic Pro, Enduro and Enduro Pro. Each has its own pre-settings for throttle response, traction control, anti-lock braking and suspension. If you want to further tailor your configuration, it requires a deep dive through one of the most convoluted menu systems imaginable. If you own the bike, you’ll get it eventually. In our time with our test bike, however, we struggled to find what we wanted on the fly. In one case, we flagged down another BMW rider to help. He struggled as well. On your initial rides, it’s best to configure your bike beforehand. Later, when you’re a BMW pro, you will have an easier time fine-tuning your bike as you travel. Our test bike did not have some of the items that many off-road guys would like. Number one on the list was proper tires. We had Michelin Anakee Adventures, which are considerably less aggressive than the Anakee Wild models. We also would have preferred the flipdown rear brake platform and wider footpegs that come on the Trophy package. The BMW is a striking motorcycle. BIG AND PROUD One of the great appeals of the big GS-series bikes might be a little hard to understand from the outside. They are great, big, enormous motorcycles that handle misleadingly well in the dirt. There’s something very satisfying about riding along with your dual-sport buddies and then following them on dirt roads and two-trackers without making them wait. It’s like the Queen Mary racing buoys with jet skis. The new 1300 takes that concept to a whole new level. You can still follow your dual-sport bike friends on dirt roads, but then, when the road straightens out and traction is good, you can unleash 145 horsepower and warp the earth’s crust. That’s right, the R1300GS is insanely fast. Weirdly, it doesn’t seem insane when you ride it. It goes fast when you open the throttle, but it’s not frightening at all. Exhilarating, yes. Thrilling, certainly. Scary, no. That’s probably because of the way that the boxer twin makes power. It’s done with torque rather than rpm. Horsepower, by definition, is a measurement of work done in a certain time frame. If you have enough strength (torque), you don’t need repetition (rpm). You feel the 1300’s 109 pound-feet of torque from the first moment you get on the bike, and it gives you excellent control over traction. Of course, traction control and throttle response can help in that regard. In the past, we have been less than thrilled with BMW’s take on traction control. It seemed like a controlled engine miss. In this case, we don’t mind. There are four levels, and two of them are useful off-road, allowing you to drift the rear end slightly, but keeping things from getting too far out of hand. When you have this much torque, you can give plenty away and barely notice. We feel the most effective means to control traction is to adjust throttle response, which has three levels. You really don’t need full boost in the dirt unless you have unusual psychological needs. A doctor’s prescription should probably be required. The Akrapovic double-exhaust system is a fully approved accessory from BMW and can be ordered at the dealership. You can get carried away choosing performance TIGHTLY WRAPPED As we mentioned, the new R1300GS is more compact than ever before. It’s narrow, it has a very low center of gravity, and the wheelbase is only an inch longer than that of a 450 motocross bike. That gives you more confidence than ever before. That said, it’s much more fun to go up the mountain than down. Going up, you are only limited by traction. Going down, regardless of how nimble and light the BMW feels, gravity asserts itself. You have to allow lots of distance for braking, especially with the stock Michelins. There are three levels of ABS, and the least intrusive level is useful for off-road riding, but discretion, as always, is the best form of anti-lock. Another factor that can encourage you to get carried away is the versatility of the BMW’s suspension. Electronic suspension adjustment has finally come of age. The base level is all about comfort. That’s what you use for street rides and highway trips. It’s one of the most comfortable bikes ever made. It also has settings for riding two-up and with luggage. The Telelever front suspension, if you’ve never experienced it, is unlike anything else. Its most distinctive characteristic is that it has very little dive under braking. That allows the bike to remain level and absorb bumps even as you are coming to a stop. In the past, the trade-offs for this were noticeable—mostly draggy steering and front-end weight. Now, you hardly notice anything unusual about the steering. You do notice a very level cushy ride on the road, which makes you leery about what happens when you get to the dirt. It’s no problem. You can switch modes to Enduro or Enduro Pro, and you actually feel the suspension change as soon as your finger leaves the button. The 1300 then rides higher in its stroke and is much more resistant to bottoming. When you get into sand or really technical riding, there’s no denying the 1300’s sheer mass. Regardless of how much smaller it is this year, it’s still big. Expecting anything else would be silly. The seat height is reasonably low, which is helpful for those situations when you just give up and use your feet like a caterpillar to get through a section. We all do it, and if we’re lucky, no one shoots any video. The R1300GS now has 145 horsepower. You don’t have to use it all if you don’t want to. FEATURES AND MORE FEATURES This is a bike designed to spend the overwhelming majority of its time on pavement, where it’s wonderful. The 1300 is comfortable, powerful and emotionally satisfying on long, interstate highway trips. The wind protection is much more extensive than anything this side of a Gold Wing, vibration almost nil, and you never, ever have to downshift in order to pass traffic. With all that street cred, it’s fascinating that BMW has devoted so much engineering and technology to improving its offroad performance, where the bike will spend about 1 percent of its life. That tells us that BMW takes its role as the father of adventure seriously and wants to maintain a technical edge. The new 1300 is a big step forward on every front—from technology to performance to manageability. It is, in every way, a machine worthy of the heritage and reputation that BMW brings to the table. The post BMW R1300GS ADVENTURE BIKE TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

ay Clark has a dirt bike addiction, and we are okay with helping feed that addiction, because it usually makes for some pretty good stories. This is one of those exact instances. The 2024 Husqvarna TE300, featuring the new throttlebody fuel injection, has some big buzz around it, and in stock form, some die-hard trail riders like Jay feel that Husqvarna stopped just a little short of the goal. So, we decided to make some upgrades to our test unit in key areas just to show the engineers in Austria what is possible. This is not the typical project that we do with Jay. Usually, we are completely rebuilding late-’90s or early 2000s two-strokes, and the build starts with a complete teardown of the machine. Thankfully, not on this one. With this being basically a new motorcycle, we got to focus on four key areas—engine performance, handling, protection and, of course, we had to give it an all-new look. UPGRADES ENGAGED The TE300 is similar to the closedcourse competition models that Husqvarna produces, just tuned down a bit and, to be brutally honest, is probably easier for the average weekend warrior to control on the trail. Now, Jay will be the first to admit he doesn’t want yank-your-arms-out-of-the-socket-type power—just a little extra to get you out of trouble here and there. Tom Morgan Racing and Twisted Development are both known for getting the most power imaginable out of any engine, and we have even heard rumors of these guys modifying their lawnmowers just to cut the grass faster! The OEM Husqvarna head was re-cut by Tom Morgan Racing to, among other things, pump up the compression. With the modified head, Moto Tassinari VForce reed cage, FMF Gnarly pipe and PowerCore muffler installed, we headed down to Temecula, California, where Jamie Ellis and the crew at Twisted Development remapped the stock ECU. They even threw it on the dyno machine after fine-tuning everything to run on 91 octane straight out of the pump. The clutch also got an upgrade with the installation of Rekluse TorqDrive clutch plates, slave-cylinder and CNC-machined billet-aluminum outer clutch covers. We did remove the oil-injection system on this build using a blockoff kit from Slavens Racing, but that didn’t improve performance in any way. This was done because Jay likes to have control over his premix ratio, and we wanted to use an oversized IMS fuel tank, but the stock oil-filler neck gets in the way. IMS makes an oil-tank-filler replacement for the previous frame design and should have a new one out shortly. Jay Clark went through a lot to make this TE300 his own and complete the Heritage look flawlessly. Also hidden inside the frame is an IMS Coolant Recovery System. This system is designed to fit inside the frame located right above where the engine cradle connects in a “Y” to the main-frame downtube support similar to how the oil tank is located on the upper frame support. This also doesn’t offer any direct performance upgrades, but is great for ensuring your machine will not run dry on the trail while protecting the environment from contamination during an overheating situation. The 2024 TE models come stock with the new WP XACT closed-cartridge spring fork, which is a great upgrade from what was previously available. David at Schmidt Performance dialed in the spring rate and valving in both the fork and rear shock specifically for Jay to use in off-road-trail-type applications, keeping in mind he is usually on the bike for longs hours during his marathon trailsides in Utah with his son Spencer. This new type of closed-cartridge spring system is more similar in design to what is used in the WP Pro Component cone-valve fork used by Husqvarna’s factory off-road race team than the previous setup. For some added comfort and fatigue prevention, we installed a set of the new low Flexx bars from Fasst Company. Designed for the rider looking for the lowest possible overall bar height while still offering their patented, adjustable elastomer damping system. At 68mm tall, the low bar fit our application perfectly. We chose the 10-degree option of backsweep, but there are 12, 14 and 15 degrees as well. Keeping key components of your bike protected is a must no matter what type of riding you are doing, but especially on off-road builds where at times you can be miles away from camp. Protecting the complete engine and frame cradle, we used an AXP full-coverage skid plate that features an extended piece that also covers the rear suspension linkage. An AXP Racing rear chain and Bullet Proof Designs CNC-machined swingarm mount guard were installed to protect the rear chainguide from being torn off the swingarm if hit. P3 Carbon added some bling to the build with a carbon fiber pipe guard to protect the FMF Gnarly expansion chamber. Probably one of the most important forms of protection used on this build would be the wrap-around handguard system that features removable plastic deflectors from Enduro Engineering. This system is designed to protect not only the rider’s hands, but also all the controls located on the handlebars that are vital to operate the motorcycle correctly. The Husqvarna hard-parts wheelset adds strength and style to the build, with the brand-new Dunlop AT82 off-road tires mounted up. With minor internal engine mods from TMR, Twisted Development and Rekluse, this TE300 really came to life. The IMS Products oversized tank and Coolant Recovery System are a great addition to any off-road build. OUR THOUGHTS It’s always hard to evaluate a bike built specifically for one person’s wants and needs if you are not that person. Luckily, in this case, Jay Clark’s wants and needs are very similar to ours. We can appreciate just about every performance or comfort modification he has on the build and give him kudos for going over the top with having the frame powdercoated white by San Diego Powder Coating, all-black wheels from the Husqvarna PowerParts catalog, and even having the crew at Sano Metal Finishing Cerakote the front numberplate guide piece blue to go with his color scheme, creating what we think is one of the cleanest “Heritage Husky” 300cc two-stroke builds we have ever seen. This is one of those rare builds that performs on the trail as good as it looks standing still. If you are a regular on the Utah trail systems, be on the lookout for Jay and his Heritage Husky, because we have a feeling he will be logging lots of hours on it with his son Spencer this summer. The post 2024 HERITAGE HUSKY: PROJECT BIKE SPOTLIGHT appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

On this week’s Two-Stroke Tuesday we take a pictorial look at our studio session with the much anticipated finished T1000 Honda CR250R build with MXRevival. The attention to detail and how clean this machine is mind-blowing. Charles does include aftermarket companies on this build but a lot of the OEM items have been restored and some of them to better than new condition. Enjoy all the images below and look for a complete story in an upcoming printed issue of Dirt Bike Magazine. In our 2-Stroke Behind The Build section we keep the Honda CR250 theme going strong with test rider Justin Jones 2003 CR250R project from a couple years ago. 2-STROKE BEHIND THE BUILD The results will read that I finished ninth place at the 2018 MTA World Two-Stroke Championship in the Open Pro class. It’s not my most notable finish, and it probably won’t be on my resume. What the results don’t tell you is the weird story of how I even got to the start line and the path that my bike—a 15-year-old Honda CR250R—took to be there with me. I had a vague master plan to race my brother Greg’s 2003 Honda in the Open Pro class at the MTA World Two-Stroke Championship at Glen Helen Raceway. CLICK THE IMAGE BELOW FOR THE COMPLETE STORY! The post T1000 HONDA CR250R PROJECT BY MXREVIVAL : TWO-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

According to the highly scientific Dirt Bike Reader Survey, you are a freak. You own 3.08 motorcycles, indicating some deeply rooted psychological issues. For just a moment, try to think like a normal person who is limited to just one motorcycle. It doesn’t matter if that limitation is imposed by space, finances, marital harmony or common sense. What would that one motorcycle be? The 350 is perfect for trail riding, because the powerband goes on forever. Here’s the candidate that makes the most sense: the Husqvarna FX350. It’s the one bike that really can do everything. Like all the closed-course competition bikes, it’s closely based on the current motocross version. The FX350 is a blood brother to the FC350, except it has different suspension, a six-speed gearbox and various off-road trappings (18-inch rear wheel, kickstand, handguards, O-ring chain, skid plate, etc.). The frame, the motor, the mapping and the exhaust are all the same as those of the motocross bike. The fuel tank holds about 2.24 gallons, which is over a quart more than the motocross bike. It’s carried so well that you can’t tell the tank is larger. Bottom line: it’s an off-road bike that can moto. The 2025 Husqvarna FX350 sells for $12,049. BLOOD BROTHERS The FX350 is so closely related to the motocross version that it took the same detour through Supercross Town two years ago. In 2023, it got a comprehensive makeover, and one of the key elements was a new, more rigid chassis. It also got extensive motor changes, completely redesigned rear suspension and some new mannerisms, but it was that rigid chassis that got all the attention Now, the FX350 and all the other Pierer Mobility competition bikes have another new frame. The changes aren’t nearly as radical this time, but there is considerably more vertical flex built in through changes in the top shock mount and the steering head. The bike also got a new fork with the spring version of the WP Xact air fork that comes on the motocross bike. In essence, though, the FX is still very much like the FC. Accordingly, it’s great on a motocross track. The 350 is fast enough to get an occasional holeshot against vets and seniors, and mild enough to help the rider last a whole moto. On top, it is only about 3 horsepower shy of a 450. The great thing about the 350 powerband is that it goes on forever. Once you tire out, you can upshift and stay away from the meat of the powerband. A 450 can do that as well, but the problem is that a 450 is always on the brink of stalling when you ride at low Rs. That means you have to do all your braking and transitions with the clutch in. The 350 isn’t like that. When you’re strong and aggressive, you use the clutch a lot to manipulate the power delivery. When you’re tired, you can roll it on, use the torque and still be pretty quick. You don’t worry about stalling. This year the newish WP Xact spring fork has what you might call aggressive off-road settings. It’s softer and more consistent than the air fork that comes on the MX bike. Once again, that makes it a bullseye for vets and seniors. Increasingly, most MX tracks have what they call their “big track” and their “vet track.” The difference isn’t just jumps; it’s speed. Speed demands stiffer suspension. The FX’s stock settings are perfect for most vet tracks, and if you venture out on a faster track, it will require at least a few clicks of compression in front. The back is usually good. As for the new frame, it’s better no matter where you ride. We made excuses for the previous chassis and said that it got better with time and break in. That was probably true, but the 2025 FX starts off feeling good. Even though the fuel tank is larger than that of the MX bike, you can’t tell any difference from the cockpit. The FX350 is in the same state of tune as the FC350 motocross bike. OFF-ROAD CRED Off-road, the FX350 is far, far superior to any 450. Most of that is because it’s more difficult to stall. Beyond that, the 350 also has an off-road powerband below the motocross powerband. You usually ride above 9000 rpm on the track. On the trail, you can spend days below that mark. It’s like two different motorcycles. If you ever go hill-climbing, it’s almost certain that you’ll break the 9000-rpm barrier on some diabolical sand hill-climb. But, hill-climbing is a sport unto itself. The real compromise for the FX350 on the trail is that the suspension is very racing-oriented. The FX and TX lines in the Husqvarna fleet are considered competition bikes. The FE and TE models are trail-oriented. Unfortunately, there isn’t a FE350 at this time, only the FE350S dual-sport bike. Even if there was an off-road FE350, it wouldn’t be a candidate for the only-one-bike scenario. Judging by the FE450, it would be too detuned to ever be suitable on a motocross track. Suspension will be a compromise for any bike that is expected to fit into two completely diverse environments. The FX350 is a good halfway point and still has slightly reduced suspension travel and a lower seat height than KTM models, which is a great aspect of all Huskys in virtually everyone’s opinion. Brembo brakes are back on Husky closed-course competition bikes. SMALL BIKE, BIG WORLD If you really must pick one world where the FX350 excels, it’s cross-country racing. Kailub Russell won a zillion GNCC races on the KTM version of the same bike. Since his retirement, it seems that the pendulum has swung back to the 450 for the GNCC elite, but that changes with the wind. The FX350 is championship material at the highest level of eastern off-road racing. As for motocross, just take a look at your local track. Chances are the Vet and Senior classes are stacked with 350s. The FX350 might be the most popular of all because of its shortened seat height and six-speed gearbox. There are certainly limitations to the FX350’s versatility. Pro MX is a stretch. So is dual-sport. And, it would take some determination to make it into a good adventure bike. It’s simply worth pointing out that the bike has been successful in all those worlds. No one’s trying to take your other 2.08 motorcycle away. But, if that ever happens, make sure you have the FX350 locked up good. The post 2025 HUSQVARNA FX350: FULL TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Last week, we got the opportunity to do a real dual-sport ride in the foothills outside of Barcelona, Spain. The bike was a pre-production version of the Stark Varg EX, which will be coming to the U.S. in early 2025 as a fully licensable dual-sport bike. It has 20 percent more range than the MX version of the Varg, which means that on tight trails you should be able to go about as far as a conventional dual-sport. Join us as we explore the trails and villages around the old-world birthplace of Bultaco motorcycles on a decidedly new-world motorcycle ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://www.youtube.com/watch?v=SXJzlsrfhjo src: https://www.youtube.com/embed/SXJzlsrfhjo?wmode=transparent&rel=0&feature=oembed src mod: https://www.youtube.com/embed/SXJzlsrfhjo?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/SXJzlsrfhjo ARVE The post DUAL-SPORT RIDING IN SPAIN ON THE STARK VARG EX: VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

No modern motocross bike generates such diverse reactions as the Yamaha YZ450F. Some love it, others love it a lot. There are some dissenting votes in the mix as well, even among recent teammates on the Monster Energy Star Yamaha racing team. Last year Eli Tomac was a true believer, while Dylan Ferrandis listed it as the primary reason he left the team. Tomac, it should be pointed out, rode the bike exclusively in Supercross, while Ferrandis almost entirely rode outdoors. Could the bike be that different in the two settings? Maybe. Even among Dirt Bike’s most seasoned test riders there are wildly diverse opinions. The standard version of the YZ450F sells for $9999. The Monster Energy Edition sells for $10,199. FINISHING THE JOB The Yamaha YZ450F was the subject of a mega redesign in 2023. The engine and chassis were revised, and the bottom line was a much lighter, more agile machine. The broad concepts remained intact; the motor retained its reverse, rearwardtilting cylinder head, and the chassis was once again wrapped around that design with a high-boy airbox and mid-frame fuel tank. Everything was new, and it was said that only a few part numbers were carried over from the previous year. Then, Yamaha turned its attention to the 250 in 2024. It got the exact same treatment in the chassis department, while the 450 was unchanged. Now, the 450 is back in the crosshairs with subtle revisions. The motor received a few extra oil passages in the clutch inner hub. The chassis got new linkage, changes to suspension valving and a lighter rear shock spring (from 5.8N/mm to 5.6). The lower motor mounts were also altered. Previously, two motor mounts were sandwiched together. Now, they are single width and have a slightly different shape. Other changes are very detailoriented, things like a beveled area on the footpeg mount, a new throttle tube and so on. Essentially, it’s been the same motorcycle since 2023 when it lost weight and had a major personality transplant. Our 2025 test bike weighs in at 232 pounds without fuel, which positions it as the lightest Japanese 450 and only 3 pounds heavier than the Husqvarna FC450 we tested last month. There’s no question that the Yamaha 450 makes plenty of power. Its real strength is its ability to morph into multiple personalities at the owner’s bidding. IT’S GOT PERSONALITY That personality is first and foremost defined by horsepower. The YZ450F makes a ton of power and isn’t exactly subtle in its delivery. You twist the throttle, and it moves out hard and fast. Most riders love it for that reason alone. Even though we know that few riders can use that kind of power effectively, we all like the feel and the reward. It’s a thrilling bike to ride. Those of us who run out of talent before the YZ runs out of power generally want to tame it down through the use of Yamaha’s Power Tuner. This is the smartphone app that Yamaha introduced four years ago to the delight of hardcore engine tuners. For weekend riders—i.e., the riders who needed it most to calm down the bike’s manners—the original Power Tuner was too difficult to use. You could change parameters easily, but there were no guidelines on the results you should expect from those changes. Now, it still allows intricate tuning through changes in fuel mixture and ignition advance at different rpm and throttle openings for the hardcore guys, but there is also a dumbed-down thumb slider to go from smooth to aggressive. You can also adjust traction control and launch control on the app. The handlebar switch lets you swap between any two maps on the fly. Weirdly, there’s no dedicated button for turning traction control on or off. You do have one for launch control. The new generation of the YZ450F has quicker, more responsive steering than ever before. It’s not a Yamaha that Chad Reed would recognize. The only problem with that slider is that it doesn’t differentiate between top end, midrange or low end. If you want more specific control, the Power Tuner app has three preloaded recipes: Smooth Linear, Hard-Hitting and Linear Torque. You can actually see those formulas represented on a chart. For the most part, we chose Smooth Linear and left it there. The possibilities are endless, and there’s a healthy community of Yamaha riders who freely share maps for different purposes. One example is Mammoth Mountain MX, where the track elevation is 8000 feet MSL. Forums like ThumperTalk, Vital, and Reddit have maps galore for that location and others. Even though the Mikuni fuel-injection system has sensors to compensate for air density, there’s much to be said for real people who have done real-world testing. VERSATILITY If you like the stock power delivery, fine. If you want to calm it down, fine. No matter who you are, you can tailor the YZ motor to your liking. It turns out that it’s much easier to take performance away from a fast bike than add it to a slow one. Most riders like the way the Yamaha handles as well, but you need to understand that the new YZ isn’t like the ultra-stable Yamahas in the old days. It has very quick, responsive steering. That’s been a trend across all makes and models in recent years. We chalk it up to Supercross influence. The Yamaha is still very stable in a straight line, but once you chop the throttle and lean over, the front wheel isn’t as planted as the YZs of past years. The solution, as contrary as it sounds, is more throttle. Despite the quicker steering, the YZ still likes you to be aggressive in turns and “steer with the rear.” It’s a tough combination to get used to, but once you get it, you get it. We have found that most riders like to slide the fork tubes down in the triple clamps; 3mm makes a big difference. That raises the front end of the bike just enough to increase stability. This isn’t quite the same as running less preload on the shock, because that compromises suspension action slightly, and suspension remains the Yamaha’s greatest asset. At 232 pounds without fuel, the YZ is the lightest of Japan’s 450s. The suspension changes for 2024 are aimed at making the bike more level as you enter turns. It’s a good move, and the YZ will probably be the overall suspension champion once again. The rougher the track, the better the suspension works. Keep in mind, though, that the YZ is designed with elite riders in mind. If you’re a 40-something intermediate and you expect the YZ to deliver a plush ride on your over-prepped Saturday practice track, you might be disappointed. Other bikes are cushier when the bumps are small and the landings are smooth. Our advice is to come back at the end of the day. The Yamaha loves crummy conditions. ROUTINE EXCELLENCE We still love many of the changes that came in 2023. Tops on the list is the layout. The YZ450F is a truly comfortable motorcycle. Gone are the days when most riders found it cramped and thick. There are only mild complaints from short riders. They love the bike once they’re moving, but when stopped, the seat height is a bit excessive. Other items that everyone likes include all the controls, the brakes and the clutch. Yes, that’s right, even the clutch, which still has an old-fashioned cable. Tomac loves cables. As a side note, Yamaha does offer a hydraulic clutch as an accessory and, for us, it’s excellent. The pull is lighter, the actuation is consistent and it never fades. Tomac is simply a different kind of human. Seven-time World Vet champion Pete Murray is one of the Dirt Bike test riders who bleeds blue. For many riders, the Yamaha YZ450F has no real weakness. It’s incredibly fast, the suspension is outstanding, it’s light and it’s reliable. Once upon a time, that combination of assets would have made it unbeatable. Today, however, we live in an age of everyday miracles. The field of outstanding 450 motocross bikes is deep and getting deeper as more players come to the table. Yamaha will once again have its hands full, staking a claim at the top of the class. It’s a great time to be a motocross fan. The post 2025 YAMAHA YZ450F: FULL TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Earlier this month, the Stark Varg EX broke surface. It’s the first motorcycle of its kind: a true electric hard-core dual-sport bike. This is the electrically powered equivalent of a KTM 500EXC or a Beta 500RS. It will arrive in the U.S. in the first quarter of 2025 and will be fully licenable in all 50 states. The Stark Varg EX has an MSRP of $12,900. The 80-hp upgrade is another $1000. Weight is said to be 264 pounds. Last week, I got the chance to experience the new bike first hand. I traveled to Barcelona, Spain, visited the Stark Future factory and spent a day riding the new EX. It was a true dual-sport ride that twisted through small Spanish villages on pavement as well as tight mountain trails in the dirt. I pretended it was work, but it was an absolute blast. Jordi Sala was our guide on the trail with the new Stark varg EX. The Varg motocross bike was revealed almost two years ago, and has already become a fairly common sight in the U.S. The EX doesn’t look that different. It has the same bodywork and the same basic layout. The outwardly visible clues are the taillight and the 40 lumen headlight with its integrated turn signals. The bike I rode was a preproduction Euro model that didn’t have U.S. spec equipment. It also had a left-side hand lever for the rear brake. U.S. Department of Transportation laws will insist on a foot brake. Other differences aren’t externally visible. The frame has been redesigned to offer more vertical compliance. The KYB suspension is softer and will be available in three specs. It also has an 18-inch rear wheel, a kickstand, handguards, a skid plate and a more robust chain guide. Most significant of all is the increase in battery size. It now has a capacity of 7.2 kWh and that extends range by 20 percent. The Varg now has roughly the same range as a typical dual-sport bike as long as you stick to the dirt. If you want to blaze down the interstate, you will run out of juice much more quickly. We based our dual-sport ride from Polea camp near Barcelona. This site was originally owned by the Bulto family and is where Bultaco motorcycles were developed. Like the motocross version, the EX lets you customize the power output. There’s a push-button control on the left side of the handlebar that lets you select five different configurations. You can adjust the power output and engine braking on each of those settings with a smartphone that comes mounted on the bike. The standard version tops out at 60 horsepower. An upgrade lets you push the limit to 80 horsepower. From a performance point of view, the EX is incredible. If, for some reason, you want to outrun a full-blown 450 motocross bike, you can do that. Just like the original motocross bike, a maxed-out Varg is capable of fearsome acceleration. That’s very different from the dual-sport bikes we’re used to. A 500EXC makes half as much peak power. On the trail, you would have to be nuts to want that kind of output. I tried all the settings and eventually settled around 30 horsepower. Even on the street, I tried to keep a low-profile. The last thing I wanted was to make a full-power run through the main street of a tiny village. I tried two different suspension set-ups. The first was the middle level, which was similar to the standard setting of something like a Honda CRF450RL. It was much softer than the Varg motocross bike we tried in the ‘States last year, but perfectly appropriate on tight Spanish trails. The stiffer setting was more like a Yamaha YZ450FX or a Honda CRF450RX. It was more of a racing set-up. In both cases it was well balanced. I knew from my previous experiences with Stark motorcycles that the factory comes up with good initial suspension settings. As usual, off-road guys will have to fine tune it for whatever use they have in mind. The headlight has 4000 lumens of power and integrated turn signals. In the U.S. we will have more conventional turn indicators. My biggest take-away from the experience was that the advantages of electric power are far better suited for off-road riding than they are for motocross. There’s no clutch, no shifting, no stalling. I even got used to the left-side hand brake and learned to love it. None of those things are necessarily an advantage for motocross. Yes, you can race on an MX track without a clutch or a shift-lever, but it’s something you have to get used to. There’s no learning curve in an off-road environment. Every time you even think about the fact that there’s no clutch or shifter it’s because it just saved you. The range issue will still be a problem for most off-road guys. Yes, on tight trails it will go as far as most gasoline powered bikes, but those guys can refuel quickly. The EX will require two-hours to top off IF you have the charger and an AC outlet handy. For long rides that involve highway riding, there’s been some discussion of an adapter that allows the Varg to recharge at the stations provided for electric cars. At this point, that’s just talk and even if that solution arrives, it will require a big change in how you plan your ride and where you can go. At this point, there are a lot of questions. But, I’m sure of one thing: in a future that has land-use problems only getting worse, the Varg EX provides far more solutions than problems. For more on the Stark Varg EX, check out the March, 2025 print edition of Dirt Bike. See you next time! –Ron Lawson The post RIDING THE 2025 STARK VARG EX DUAL-SPORT appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM released this statement today about their plans moving forward and we can appreciate the attitude that seems to be behind it. Check out the entire press release from them below: READY TO RACE is more than a slogan for KTM. It defines our existence. In competition, there are highs and lows, daring and disappointment, and victory and defeat. 2024 has been a year of conquests but also challenges for the company. Heading into 2025 and the future, there are more jumps, ruts, and bumps ahead – but we are not letting off the throttle. 2024 has been a remarkable year for KTM, marked by bold innovation, thrilling victories, and unwavering customer dedication. While challenges are part of any great journey, we see them as an opportunity to accelerate toward an even brighter future. It is no secret that KTM AG is navigating a shifting economic landscape. However, as our READY TO RACE mantra suggests, we are embracing this moment to realign, refuel, and reinvigorate. KTM remains fully committed to delivering exceptional experiences to our current and future customers. We will continue to thrill and find our way to the top of the podium again. Racing is where we show our brand, our engineering and our passion for the chase. Over the past year, our motorsport teams continued to achieve greatness. We started the season with a staggering 341 FIM World Championship Titles. The globe-trotting calendars involved more than 1,480 race starts and brought us 246 podiums and 150 wins across various disciplines. Of course, there were hardships and injuries—these go with the turf—but KTM impressively added 11 more hard-fought titles to the record. Off the racing line, the KTM brand has also been extremely active this year. The brand unveiled 59 new models, hosted three international media launches with 152 media partners in attendance, successfully pulled off three customer events with 283 participants, and returned to EICMA, the world’s largest motorcycle show, with a massive 1,635 m² booth along with 17 new KTM products. There has been a strong push behind these new motorcycles, as well as efforts to ensure we maintain momentum in the right areas. KTM is applying the same forward-thinking approach during this restructuring phase. Our goal over the next 90 days is to stabilize the business while setting the foundation for sustained growth and success. Throughout this period, KTM guarantees the continuation of motorcycles being delivered through our Authorized KTM Dealer network. The same goes for our spare parts, technical accessories, customer service support and warranties which remain unchanged, ensuring ongoing and unwavering support throughout this period. The work and the desire for the latest edgy, extreme and adventurous motorcycles goes on. KTM is preparing the launch of a brace of highly anticipated models, which will be in dealer showrooms in the first quarter of 2025. This again shows our pledge to remain as one of Europe’s leading motorcycle manufacturer well into the future. The post KTM ISSUES A STATEMENT “WE ARE NOT LETTING OFF THE THROTTLE” appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

GASGAS is fired-up for 2025 and heads into the new year wide-open with two awesome race team replica models – the MC 250F and MC 450F Factory Editions! Thanks to the introduction of the Rockstar Energy GASGAS Factory Racing Team, both bikes are now equipped with plenty of trick new parts and, of course, a livery inspired by what the newly-formed Factory Racing team will run in 2025! Sweet new look for GASGAS’ 2025 Factory Edition models Both bikes dripping with the very best components Find them early 2025 at your nearest GASGAS dealer! Besides the cool new look, both Factory Editions benefit from a pretty tasty list of new Technical Accessories and aftermarket parts for 2025. To complement the graphics there’s a matching Factory Seat Cover, but beyond the cosmetics, the most significant changes boost overall performance and durability. Put simply, every component found on the Factory Editions is designed to amplify the riding experience that you’d usually enjoy aboard our standard models. The FMF Factory 4.1 RCT Silencer is as good as it gets. In addition to looking the business with its blue-anodized titanium body and carbon fiber end cap, the silencer is super low in weight and lets the Factory Edition motors breath easily for a noticeable increase in power throughout the rev range. To keep everything under control, there’s the top-notch BREMBO brake and clutch systems. Then there’s the Factory Racing wheel set. This time around, we’ve opted for black anodized, CNC-machined hubs, which together with the black EXCEL rims, provide a perfect contrast against the vibrant red bodywork. Finally, there’s the PROTAPER handlebars that have a specific bend for maximum comfort and they’re complete with a matching bar pad. The Connectivity Unit Offroad and GPS sensor were so popular last year that it was a no-brainer to keep them on the Factory Edition bikes for 2025. To take advantage of multiple engine maps and suspension set-up suggestions to suit all kinds of racetracks, as well as being able to see the fastest line around any circuit, all you need to do is download the GASGAS+ app and pair your smartphone to your dirt bike. It’s that easy! For a full rundown of every Technical Accessory and aftermarket component fitted to each Factory Edition model, check out this extensive list… Connectivity Unit Offroad and GPS sensor allows for motor customization and provides analysis of every track session Map Select Switch allows for a mellow or aggressive map to be engaged and features buttons to activate the Quickshifter, Traction Control, and Launch Control Factory Racing wheel set CNC-machined triple clamps with two offset options Titanium FMF Factory 4.1 RCT Silencer DUNLOP GEOMAX MX34 tires WP Factory Start Device Semi-floating Front Brake Disc Factory Racing Brake Disc Guard Factory Skid Plate Black PROTAPER aluminum handlebars and bar pad Soft, gray, ODI grips BREMBO brake and clutch systems Golden chain Black rear sprocket Number 51 (Justin Barcia) decals included with every 450 model With the exciting Rockstar Energy partnership for 2025, the Factory Edition models help to underline GASGAS’ commitment to racing at an elite level. The newly-formed Rockstar Energy GASGAS Factory Racing team will contest the full SuperMotocross World Championship in 2025, which includes AMA Supercross, Pro Motocross, and the SMX Finals. The post 2025 GASGAS FACTORY EDITION MODELS ANNOUNCED appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The 2025 Dirt Bike 250 MX shootout is done. We had to take our time with this one. First of all, it was eight bikes deep, which is hard enough. Making it harder yet was the fact that four of them had significant changes (the GasGas, Honda, KTM and Husqvarna), one was a complete redesign (the Kawasaki) and one was a brand-new bike (the Triumph). In the 54-year history of Dirt Bike, only one shootout was larger; our 2022 450 shootout with 12 bikes. Even that one was easier than this. Almost all the 450s were unchanged that year. The last thing on the agenda for this year’s 250 shootout was to take them to the Pro Circuit dyno. We always write the test and produce the video before we see the dyno numbers. It keeps our test riders honest. Happily, everything we said in the test jived perfectly with the numbers. Some people insist that dynos lie. Not so. When a dyno is operated by someone who knows what he’s doing, it always tells the truth–as long as you ask the right question. It can tell you how much power a motor produces, how wide the powerband is, how high it revs and stuff like that. It can’t tell you anything about throttle response, jetting or how much power reaches the track. There are some tuners like Jamie at Twisted Development who have the tooling and the know-how to measure partial throttle output, but that’s a very painstaking, technical process. What we’ve done is provide full-throttle runs, which tells you only what a bike produces in optimal conditions. We rely on track testing for everything else. In this comparison, we printed the run that produced the most peak power. For bikes with multiple maps, we tried them all. Here are the numbers: Husqvarna FC250 Max Power = 45.21 at 13,330 rpm Max Torque = 21.03 at 9,230 rpm KTM 250SX-F Max Power = 45.06 at 13,470 rpm Max Torque = 21.05 at 9,210 rpm GasGas MC250F Max Power = 44.81 at 13,160 rpm Max Torque = 21.45 at 9,280 rpm Kawasaki KX250 Max Power 43.49 at 12,470 rpm Max Torque = 20.72 at 9,240 rpm Triumph TF250X Max Power = 42.94 at 13,340 rpm Max Torque = 20.36 at 9,160 rpm Yamaha YZ250F Max Power 41.62 at 12,880 rpm Max Torque 19.49 at 10,100 rpm Honda CRF250R Max Power 41.51 at 12,010 rpm Max Torque 19.92 at 9,530 rpm Suzuki RM-Z250 Max Power 40.04 at 11,830 rpm Max Torque = 20.05 at 9,190 rpm Are there any lessons here? Sure. First and foremost, the bikes with the KTM motors are fast. They feel fast on the track and they look fast on the dyno. The aggressive and mild maps on the Husky and KTM made no difference as far as peak numbers go. Like I said, partial throttle output doesn’t show up on the dyno. Nowhere is that more clear than on the Yamaha. The bike has excellent throttle response on the track, but it isn’t reflected in the numbers. The opposite is true of the Kawasaki. It looks great on paper, but on the track it’s hard to ride and feels like it has little low-end power. The Suzuki surprised us because it gained from the last time we had it on the dyno a few years back. The only difference was the Pro Circuit exhaust that comes with the RM Army incentive package. So which bike wins? If you don’t want to wait for the February print edition of Dirt Bike, you can check out the video below. ARVE Error: ARVE Error: Mode: lazyload not available (ARVE Pro not active?), switching to normal mode Mode: lazyload not available (ARVE Pro not active?), switching to normal mode src mismatch provider: youtube url: https://youtu.be/PmYFiXfKw_M?si=_0iCllbJetvXKcYv src: https://www.youtube.com/embed/PmYFiXfKw_M?wmode=transparent&rel=0&feature=oembed&enablejsapi=1&origin=https://dirtbikemagazine.com src mod: https://www.youtube.com/embed/PmYFiXfKw_M?wmode=transparent&rel=0 src gen: https://www.youtube.com/embed/PmYFiXfKw_M ARVE See you next time! –Ron Lawson The post 250 MOTOCROSS BIKES ON THE DYNO: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The motocross universe is expanding at a rate that has theoretical physicists baffled. Honda, Husqvarna, Kawasaki, KTM, Suzuki and Yamaha have recently been joined by GasGas, Triumph, Kove and Beta, and there are more on the way. That’s great for news for those who plan on buying a new bike in 2025; we have unprecedented choice. These are the current offerings with all the details including price. BETA 450RX: $10,999 Beta introduced its first four-stroke MX bike to the U.S. last year and it was a hit. It features KYB suspension, Nissin brakes, traction control and on-the-fly mapping changes. For 2025, the rear subframe has been reinforced, there’s updated valving in the rear shock, a new lithium battery, a larger rear axle, upgraded footpegs and new EFI mapping. Beta created a new motor specifically for this bike, but it clearly borrows much from its off-road four-strokes. GASGAS MC450F: $10,499 GasGas utilizes the same frame and engine as the 450 MX bikes that carry the KTM and Husqvarna names. It has a number of changes for 2025 that start with a more compliant frame. GasGas maintains its own identity, though, and that starts with a lower price. It also has Maxxis tires and softer suspension settings. On the MC450F, the map switch is an option rather than standard equipment. HONDA CRF450RWE: $12,599 Honda takes the prize for having the second-most expensive bike currently in the 450 class, but the CRF450RWE gives you a long list of extra features for the extra money. That starts with a hand-ported cylinder head and includes a Yoshimura full exhaust system, a Hinson clutch basket and cover, Ti/Kashima coatings for the re-valved Showa fork, D.I.D DirtStar LT-X rims, a Throttle Jockey seat cover, and more. HONDA CRF450R: $9699 Honda made big changes to the CRF450R’s aluminum frame this year to give the bike more stability. It still features a wide array of electronic options that include three engine maps, multiple levels of traction control and multiple levels of launch assist, all available on the fly though a handlebar-mounted switch. The suspension is Showa, the brakes are Nissin, and the bike performed well in the 2025 Dirt Bike 450 MX shootout. HUSQVARNA FC450: $11,399 This bike was the winner of the 2025 Dirt Bike 450 MX shootout. One of its key features is a reduced seat height compared to its 450 brethren at KTM and GasGas. It also has an incredible motor that combines outrageous acceleration with a very controllable power delivery. For 2025, the most significant change is a more compliant frame. It still features WP suspension with the Xact air fork up front. HUSQVARNA FC450 FACTORY EDITION: $12,799 It still has the Rockstar look just like Malcolm Stewart’s bike, but Husqvarna now calls its replica racer a “Factory Edition.” For 2025, the Factory Edition has the same frame and motor as the standard Husqvarna FC450, but you get a long list of extras to justify the $1400 difference in price. You get an FMF exhaust, the connectivity unit off-road, a Guts seat cover, a Rekluse clutch cover and lots more. KAWASAKI KX450: $10,499 Kawasaki has settled into its role as the most friendly 450 for mid-level riders. It has an exceptionally smooth power delivery and cushy suspension. Last year, Kawasaki introduced the Rideology smartphone engine-tuning app, which connects to the KX450 without the need for any options or extra accessories. The brakes are an interesting combination of Brembo up front and Nissin in the rear. The KX450 has no significant changes for 2025. KAWASAKI KX450SR: $13,599 It’s back! Kawasaki waited until fall to reveal the new KX450SR. This is the Special Racer version of the standard KX and features a long list of upgrades that include a modified cylinder head with polished intake ports, a Pro Circuit Ti-6 titanium exhaust system, a Hinson clutch cover, an XTRIG ROCS Tech triple clamp, Kashima suspension coatings and a number of cosmetic upgrades. KOVE MX450: $7699 After testing a new 450 motor in the Dakar Rally in 2024, the engineers at Kove learned enough to put that motor into full production for 2025. It will be the centerpiece for the company’s new 450cc motocross bike to be released early in the year. It will feature Yu-An suspension, a hydraulic clutch and a six-speed gearbox. Kove remains the most serious Chinese maker of MX bikes. KTM 450SX-F: $11,299 KTM isn’t afraid to make changes to address perceived problems. Accordingly, the bike has a new frame for 2025 that offers a more compliant ride. The suspension is still WP with the Xact air fork up front. KTM has joined the smartphone tuning club with a Ride KTM app, but you have to purchase the connectivity unit and GPS separately. Once you do that, you also have access to LitPro telemetry data. KTM 450SX-F FACTORY EDITION: $12,699 Here are some of the thing you get with the 2025 KTM 450SX-F Facotry Edition: an orange frame, frame protectors, the connectivity unit offroad, Red Bull factory racing graphics, a ribbed factory seat cover, factory triple clamps,a semi-floating front brake disc, a factory front brake disc guard, a factory skid plate,a factory wheel set, a WP factory start device, an Akrapovic slip-on exhaust, and a Hinson clutch cover. SUZUKI RM-Z450: $9299 The Suzuki 450 has now extended its dubious record of going unchanged to seven years straight. Even the 2018 model was considered out of date at that time, mostly because of the lack of electric start. Despite that, it continues to perform well against more current bikes. It has a smooth power delivery and excellent turning mannerisms. The RM Army promotion brings a Pro Circuit pipe and graphics to the table as an incentive. TRIUMPH TF450 RC EDITION: $10,995 Triumph has revealed the 450cc companion to the TF250X motocross bike. It will carry the “RC Edition” suffix to acknowledge the contribution of Ricky Carmichael in the bike’s development. It will feature KYB suspension, Brembo brakes and an Athena engine-management system. The frame will be similar to the 250’s with an aluminum central backbone. In addition, it will feature connectively to the new Triumph MX Tune Pro smartphone app. YAMAHA YZ450F: $9999 Yamaha has the most pro-oriented motocross bike in the class. The YZ450F has aggressive power, firm suspension and an excellent reliability record. After a top-to-bottom makeover two years ago, the bike has mild updates for 2025. They include attention to the clutch basket, the linkage, the engine mounts and the footpeg mounts. The Yamaha Power Tuner changed the game for engine tuning and it’s still free. For $200 more you can have the Monster Energy Edition, which consists of cosmetic upgrades. STARK VARG (ELECTRIC): $12,900 Within the last 12 months, the Stark Varg has gone from being an obscure rarity to a common sight at MX tracks across the country. Now, the company is making the transition from being sold online to being available in dealerships. Updates have been made continuously, but the motorcycle still offers output that can be tailored to any level, topping out at 80 horsepower. Charging time is two hours, and the weight is 260 pounds. GASGAS MC350F: $10,299 There are very few bikes that absolutely everyone loves. The GasGas MC350F is one. It has the same engine as the KTM and Husky 350s, making it a three-bike race. It also has the same frame and most of the same components. The GasGas differs from the others because it has Maxxis tires, softer suspension, a different exhaust head pipe, different triple clamps, Braktec hydraulics and no map switch. It also sells for considerably less. HUSQVARNA FC350: $11,199 Even though Husqvarna is a member of the Austrian “Gang of Three,” it has a different identity and a different target customer. The perception is that the Husky buyer is a little older and less aggressive. The FC350 has a lower seat height and a slightly different power delivery compared to the KTM 350SX-F. It got the updated frame and a number of other changes for 2025. The suspension is still WP, with the air fork up front and the hydraulics are Brembo. KTM 350SX-F: $11,099 Back when KTM introduced the 350SX-F 15 years ago, we all assumed it was a matter of time before everyone offered a 350 motocross bike. Skip ahead to 2025 and KTM has only its two sister brands for competition. The KTM is the most aggressive racer of the three, although they are more alike than they are different. This year it has a more compliant frame, suspension updates and the option of connectivity to the Ride KTM smartphone app. BETA 300RX (TWO-STROKE): $9499 Beta is still new to the motocross world, but attracting attention and making waves. The 300RX two-stroke was the company’s first MX bike and has now benefited from development of the 450RX four-stroke. The 300’s frame now has a larger backbone, a new aluminum subframe and refinement in other areas, including suspension, porting and transmission. GASGAS MC300/MC250 (TWO-STROKES): $8849/$8649 For 2025, the MC300 motocross bike is new to the GasGas lineup. It is similar to the KTM 300SX that was introduced last year, but has a lower price. Both the MC250 and MC300 get the new frame this year that was introduced throughout the KTM family of brands. It has more compliant flex characteristics and is mated to new suspension settings and refined mapping. HUSQVARNA TC300/TC250 (TWO-STROKES): $9699/$9499 The era of the Open-class two-stroke has returned! Husqvarna has joined the movement with its own version of the 300 motocrosser. It burns premix and has a five-speed gearbox. The TC300 and its near-twin TC250 use the throttle-body fuel-injection system and electronic power valve with electric start. The frame is the latest generation, as well as the WP suspension. KTM 300SX/250SX (TWO-STROKES): $9599/$9349 Last year, the 300SX two-stroke was a big hit with two-stroke purists, and it was a beast. Both the 300SX and the 250SX have been refined for 2025 with a new, more compliant frame and updated mapping. They use five-speed gearboxes and old-school premix, but the kickstarter is a thing of the past. Suspension is via linkage in the rear and the WP Xact air fork in front. GASGAS MC250F: $9599 Even though the GasGas MC250F is considered the most affordable of the Austrian 250 MX bikes, it’s still more expensive than any of the Japanese bikes in that class. That’s understandable, because it still has premium-level parts like WP suspension. The Maxxis tires and Braktec hydraulics allow a $900 savings compared to the Husqvarna FC250, which has the same engine and frame. HONDA CRF250RWE: $10,599 Honda gave its new 250 the Works Edition treatment for 2025. That means the 250 gets all the same upgrades as the CRF450RWE in this special edition. It has a hand-ported cylinder head, a Yoshimura full exhaust system, a Hinson clutch basket and cover, suspension upgrades and a number of cosmetic goodies. It also features all the same updates that the standard CRF250R got for 2025. HONDA CRF250R: $8299 Both the CRF250R and the CRF450R got new, more rigid frames for 2025. That combines with more clamping area on the fork and front axle, as well as new linkage in the rear to give the overall package more stability. The motor also has a few updates, and the airbox is said to provide increased airflow. The Honda comes with Pirelli tires, Showa suspension, Nissin brakes and a cable clutch. HUSQVARNA FC250: $10,499 It’s one of the most expensive standard editions in the 250 motocross class for now, but the Husqvarna FC250 has much going for it. It has all the best parts—from the WP suspension and Brembo hydraulics to the Dunlop tires and ProTaper handlebar. The FC250 has a slightly lower seat height compared to KTM and GasGas, and it gets a new, more compliant frame for 2025. HUSQVARNA FC250 FACTORY EDITION: $11,699 Husqvarna is celebrating R.J. Hampshire’s Regional 250 Supercross title with a big number one on the 2025 FC250 Factory Edition. You also get an FMF slip-on exhaust system, Rockstar graphics, a holeshot device, a split triple clamp, a Guts seat cover and lots more for the $1200 premium over the standard edition. KAWASAKI KX250: $8999 The KX250 had to wait a year to get the makeover that the KX450 got last year. But, now it has the latest frame and motor updates. It also gets connectivity with the Kawasaki Rideology smartphone app without the requirement to pay anything extra. Kawasaki remains the only Japanese 250 with a hydraulic clutch and a dual-injector EFI system. The KX250 uses Nissin brakes at both ends. KOVE MX250: $5999 Kove is an aggressive Chinese company that is making improvements every year and still managing to keep its prices down. The base-model MX250 is slightly behind the field in power output, but it will be joined by a premium model with a new, more powerful motor in 2025. Even that bike will carry a price tag that is thousands less than other bikes in the class. KTM 250SX-F: $10,399 The KTM 250SX-F has long been considered to have the best motor in the 250 class. It’s also among the lightest and has excellent components in the WP suspension, Brembo brakes and Neken bars. The fork is still the Xact air fork, which has been updated for 2025. The frame has also been revised with new flex characteristics, although the basic geometry is unchanged. KTM 250SX-F FACTORY EDITION: $11,599 KTM doesn’t always offer a 250cc version of the Factory Edition. For 2025, it’s here and it has all the Factory edition livery, including an Akrapovic slip-on exhaust and the connectivity unit off-road. That’s the signal unit that allows you to use the KTM Connect smartphone app as well as LitPro telemetry data (with a subscription). SUZUKI RM-Z250: $8199 Suzuki maintains a passive interest in motocross, although the RM-Z250 has fallen far behind the other bikes in its class. It still lacks electric start and struggles in the horsepower department. The good news is that it’s comparatively inexpensive, and the BarX pro motocross team has proven that you can drill for enough power to be competitive. The RM Army promotion is still valid for a short time and provides a Pro Circuit pipe as an incentive. TRIUMPH TF250X: $9995 Triumph accomplished the near-impossible feat of producing a competitive motocross bike on its first attempt. The TF250X offers every feature that more established MX bikes have, including traction control, Quickshift and multiple maps. Suspension is KYB, brakes are Brembo and the hydraulic clutch is also Brembo. YAMAHA YZ250F: $8899 Yamaha completely rethought the YZ250F chassis last year, giving it everything that the 450 received in 2023. Now, the 250 is back with mild updates. It still has a very easy-to-manage power delivery with what is widely considered the best suspension in the business. If you want the Haiden Deegan look, you can have the Monster Energy Edition for $200 more. YAMAHA YZ250 MONSTER ENERGY EDITION (TWO-STROKE): $8199 Last year, Yamaha didn’t offer the Monster Energy Edition of the YZ250 two-stroke because it was upstaged by the 50th Anniversary Edition, prompted by the anniversary of Yamaha’s participation in pro motocross. Now, the Monster Energy Edition is back with a fresh take on the theme with black plastic and blue rims. Mechanically, it’s the same as the standard version. YAMAHA YZ250 (TWO-STROKE): $7999 Yamaha’s commitment to tradition is still intact, and it remains the only Japanese company with full-size two-strokes. That commitment is limited, however, to sporadic updates. The YZ250 got new bodywork in 2022, along with a new airbox and subframe. The 2025 version is mechanically unchanged since then. It still has well-regarded KYB suspension and a case-reed motor that goes back to the end of the last century. HUSQVARNA TC150/TC125 (TWO-STROKES): $8549/$8299 Husqvarna has a new 150 motocross bike for 2025. It’s essentially the same bike as the TC125, but has a 4mm-larger bore to bring the displacement to 144cc. Both bikes have a new-generation frame and bodywork. The 125 has had considerably more development in mapping, which integrates the fuel injection, ignition and power-valve position. GASGAS MC150/MC125 (TWO-STROKES): $7849/$7599 For 2025, GasGas is on the same page as KTM and Husqvarna; no more hand-me-down technology. That means the new 150 two-stroke motocross bike will come in GasGas colors, just like the other, more expensive brands. The MC150 and MC125 also get the newest frame. Unlike other GasGas models, these have a map switch to toggle between rich and lean settings. KTM 150SX/125SX (TWO-STROKES): $8449/$8199 In 2023, KTM made a radical change to the 125SX. It got throttle-body EFI but lost its carburetor and kickstarter. Many thought it was a step backwards. Now, the 125 has been refined with new programming and a new frame. It is joined by the 150SX, which has a 4mm increase in bore to bring the displacement up to 144cc. In many racing venues, the 150 is allowed to race with 125s. YAMAHA YZ125 MONSTER ENERGY EDITION (TWO-STROKE): $7299 If you like the looks of the Monster Energy Star Racing Yamaha team, you’re not alone. The YZ125 Monster Energy Edition is back after a one-year hiatus. It has full Monster Energy signage with black plastic and blue rims. The bike under it all is the standard YZ125, which got a moderate update just two years ago. YAMAHA YZ125 (TWO-STROKE): $7099 If you assume that the Yamaha YZ125 is slowly fading out of the limelight as more advanced two-strokes arrive, you assume wrongly. The YZ has actually undergone a renaissance after its updates of 2023. The bike itself hasn’t improved significantly, but it’s become more valued as other carbureted, kickstart 125s have vanished. The 125 buyer, as it turns out, is drawn to the YZ’s simplicity. HONDA CRF150R: $5399 Soichiro Honda had a preference for four-strokes from the very start, so Honda wasted no time in eliminating all of its twostrokes back in 2008. The CRF150R was to be the first of a new breed of four-stroke mini MX bikes, but it didn’t happen. Now the 150 is a bit of a misfit, but it’s still competitive with modern two-strokes and is generally allowed to run in the same class with 85s at most organizations. The CRF150R Expert has larger wheels and sells for $5599. KAWASAKI KX112 (TWO-STROKE): $5649 Why a 112? That’s the maximum size allowed by the AMA rulebook in the Supermini class. In order to qualify for this class, Kawasaki did more than just punch out the KX85. Both the bore and the stroke were altered, which allows a more proportional increase in the dimensions, beyond what dad can create in the garage. The KX112 has a 16-/19-inch wheel combo. GASGAS MC85 (TWO-STROKE): $6449 In the past, GasGas has been forced to wait while KTM and Husqvarna were updated first. Not this year. The 2025 MC85 is almost all new. The frame is the subject of the most extensive redesign, but the bodywork, the airbox and the subframe have also been rethought. There’s a big-wheel version that sells for around $200 more. HUSQVARNA TC85 (TWO-STROKE): $6949 You might think that Husqvarna is a brand that targets mostly older riders. Perhaps, but there’s a whole generation of kids who have never heard of anyone named Heikki or Torsten. The TC85 has now earned credibility with a new generation. Like those bikes, it has a new frame and bodywork. The Big Wheel version is $200 more. KAWASAKI KX85 (TWO-STROKE): $4949 Today, the KX85 offers incredible value, even if it gives away some performance to the European offerings. The last update for the Kawie came in 2022 when it got a new look, as well as changes to the gearbox, cooling system and tires. The Kawasaki still has a lower seat height than many other bikes in the 85 class and is excellent for younger, smaller riders. KTM 85SX (TWO-STROKE): $6749 The newest, most heavily redesigned bike out of Austria for 2025 is the KTM 85SX. It looks completely different, primarily due to its new frame and bodywork. It still retains many of its trademark features, like no-link rear suspension and the WP Xact air fork. For bigger riders, KTM also offers the 85SX with a 16-/19-inch wheel combo for $7049. YAMAHA YZ85 (TWO-STROKE): $4999 Yamaha isn’t content to stand on the sidelines while Austrian bikes take over mini racing in the U.S. At the 2024 Loretta Lynn Amateur Nationals, the 85cc classes were 95.3-percent KTM, Husqvarna and GasGas. The remainder were YZ85s, yet Yamaha accounted for one-third of the podium finishes. The YZ85 is unchanged for 2025, but so is the price. The Big Wheel version is $5199. COBRA CX65 (TWO-STROKE): $5998 In terms of national championships, what is the most successful MX brand in the world? Cobra! The Michigan maker has earned over 300 amateur championships. Last year, the CX65 got a new frame, and now the development continues with a new swingarm among other things. It has a six-speed gearbox powered by a case-reed motor with a Mikuni carburetor. GASGAS MC65 (TWO-STROKE): $5549 In 2024, the GasGas MC65 received a new steel frame and polyamide subframe among other changes. The 2025 model has only minor refinement. It still has features that shame many full-size motocross bikes, like a hydraulic clutch, adjustable seat height, a pressure-actuated power valve and Formula hydraulic brakes. Maxxis tires are standard. HUSQVARNA TC65 (TWO-STROKE): $5849 The Husqvarna TC65 looks like a full-sized motocross bike until you see it next to a regular 250 or 450. Even then, you aren’t sure if it’s small or if the other bike is a giant. The little Husky got a major redesign last year and now returns with minimal changes. It still has a six-speed gearbox, a WP Xact air fork and no-linkage rear suspension. KAWASAKI KX65 (TWO-STROKE): $4249 Kawasaki virtually invented the 65 class. Today’s KX65 isn’t especially competitive at the highest levels of amateur racing, but it’s affordable, and gives a young rider all the tools he needs to advance in the world of riding and racing. It has a manual clutch, a six-speed gearbox and hydraulic disc brakes. The price is actually less than most 50s. KTM 65SX (TWO-STROKE): $5749 The 65SX isn’t cheap by any means, but when parents complain about the price, they overlook the fact that, feature for feature, it has everything that a full-sized motorcycle has. That includes a six-speed gearbox, a hydraulic clutch, hydraulic disc brakes and WP suspension. The KTM 65 is very similar to the 65s from Husqvarna and GasGas. YAMAHA YZ65 (TWO-STROKE): $4899 When the modern-day YZ65 was introduced just five years ago, it closed a gap in the Yamaha line. Now, the company has a bike for every age. That’s very cool for the very youngest riders who started off on a PW50 and want to stay blue. The YZ65 doesn’t give away much to the more expensive bikes in that class and allows little Eli to save up for his college fund. COBRA CX50SR (TWO-STROKE): $4995 Cobra is rightfully proud of the string of champions who earned their first title on the CX50SR, aka the “King” Cobra. It has a U.S.- made case-reed motor, a hybrid oval twin-spar frame and CARD suspension. There is also a CX50FWE (Factory Works Edition) that sprinkles titanium parts throughout the bike for $5958. COBRA CX50JR (TWO-STROKE): $4895 Even Cobra knows that not every kid starts off doing backflips and heel clickers. The CX50JR is the entry-level model of the CX line. It has smaller wheels and 10-inch cast wheels with 170mm of suspension travel for a lower seat height. It also features a great deal of adjustability, because little riders have a tendency to become big riders very quickly. GASGAS MC50 (TWO-STROKE): $4849 Like the entire GasGas line of motorcycles, the MC50 is closely related to counterparts in the KTM and Husqvarna lines, but it’s just a little more affordable. Last year the GasGas was neglected, while the KTM and Husky were updated with a new frame, new bodywork and extensive changes. Now, the GasGas is on the same page as its siblings. HUSQVARNA TC50 (TWO-STROKE): $5049 One year after the biggest redesign in its history, the Husqvarna TC50 returns with minimal changes. It has an automatic clutch and transmission, and features multiple positions for the subframe, rear shock and handlebar to fit a wide variety of riders. The brakes are hydraulic, and the tires are Maxxis Maxxcross MX-STs. KTM 50SX (TWO-STROKE): $4949 The KTM 50SX was redesigned last year to the delight of all 6-year-olds. Happily, for the parents of all 7-year-olds, the 2025 model is unchanged. It still dominates mini racing in the tiny classes. The seat height can be altered through different shock mounts, it has hydraulic brakes, an automatic clutch and WP suspension. There’s also a 2025 50SX Factory Edition with numerous upgrades for $5849. GASGAS MC-E 5/MC-E 3 (ELECTRIC): $5299/$4799 The GasGas MC-E 5 has six levels of output and an adjustable seat height. It can provide up to two hours of riding for a beginner or 24 minutes at full power. Charging takes no more than 70 minutes. The MC-E 3 has a lower seat height, less output and less battery reserve, but can still provide up to two hours of riding time. COBRA CX5E (ELECTRIC): $6998 The Cobra CX5E is a race-oriented product made in the USA. It uses a liquid-cooled motor and a Cool Pack battery, which can be changed in the same time it takes to fill a gas tank. There are six modes, and the “trainer key” opens up an additional six levels for true beginners. The chassis isn’t that different from that of the Cobra CX50, with the 32mm MXT Smart Leg fork in front and a CARD shock in the rear. HUSQVARNA EE 3 (ELECTRIC): $5199 Husqvarna has turned into a grandson to-granddad company; we avoid the term “cradle to grave.” The electric EE 3 focuses on the grandson part of that range. The technology is essentially the same as that of the KTM SX-E line, but there are differences in bodywork, componentry and identity. The EE-5 has a max output of 5 kW, whereas the EE 3 has 3.8kW max power and a lower seat height. KTM SX-E 5/KTM SX-E 3 (ELECTRIC): $5599/ $5099 If you’ve been to a Supercross lately, you might have noticed that there are no sounds coming from the stadium floor during the KTM Junior Supercross challenge. The bikes used in that program have gone electric. The SX-E 5 has six ride modes, 907 Wh of battery power and a seat height of 665mm. The SX-E 3 has 648 Wh of juice, and an adjustable seat height adjustable between 555mm and 600mm. GASGAS MC-E2 (ELECTRIC): $2249 Built for kids just over 3 feet tall, the MC-E2 is a good starting point for a life on wheels. A full charge lasts up to 100 minutes and can be recharged quickly. It features a number of ways to alter the power delivery so the bike can match a young rider’s developing skill level. The MC-E2 bears a striking resemblance to a Yamaha PW50. HUSQVARNA EE 2 (ELECTRIC): $2249 The EE 2 is the next logical step after a balance bike. It is laid out like a motorcycle rather than a bicycle and has real footpegs. It also has full suspension at both ends and disc brakes. The motor output can be altered with parental controls. This model offers a run-time of up to 100 minutes and rapid recharge time. The EE 2 is recommended for kids between 35 and 51 inches tall. KTM SX-E 2 (ELECTRIC): $2249 This was a new model last year and has similar variations in both the GasGas and Husqvarna lines. The SX-E 2 has a motor located in the rear hub so there is no chain. It also has interesting features like a deliberate handlebar pulse so the rider will know when the motor is turned on and ready to go at the first twist of the throttle. The post 2025 MX BIKE BUYER’S GUIDE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Husqvarna has revealed its Factory Editions for 2025. These models are tributes to the bikes that Malcolm Stewart and RJ Hampshire will ride in the upcoming Monster Energy Supercross season as well as Outdoor Motocross and SMX. They still feature Rockstar logos, even though the official name of the line is no longer “Rockstar Editions.” The bikes are now referred to as Factory Editions, just like the corresponding KTM models. The prices are $12,799 for the FC450 and $11,699 FC250. The official press release follows> Husqvarna Mobility is pleased to unveil its FC 250 Factory Edition and FC 450 Factory Edition lineup for 2025. Each machine is finished with the latest Rockstar Energy Husqvarna Factory Racing livery for a true race team look, with both models expertly assembled using cutting-edge technology, an extensive list of Technical Accessories, and championship-winning components. This combination delivers a distinct on-track advantage for all racers, with the overall performance of each motorcycle customizable through advanced electronics that ensure a truly personalized riding experience. Headlining the list of Technical Accessories found on both Factory Edition models are the Connectivity Unit Offroad (CUO) and the front fender-mounted GPS sensor. Once the CUO is paired with the Ride Husqvarna Motorcycles app on a smartphone, a choice of pre-set engine maps, based on pre-defined track conditions, can be activated from the ‘Engine’ section of the app. Each map can then be personalized and saved, with riders able to refine the settings of the engine braking, Launch and Traction Control, as well as Quickshifter sensitivity to suit their speed and ability. Every track session is recorded by the GPS sensor. Within the ‘Rider’ feature of the app, which is powered by LITPro (subscription based), lap-times are shown together with the fastest lines around any race track. This analysis allows racers to reduce their lap times as they can clearly see the most efficient way to ride any circuit. The free-to-download app also features set-up recommendations for the WP suspension, ensuring riders compete with optimal settings for every type of racing surface. Both Factory Edition models are built with the very best Technical Accessories to maximize durability and performance. The Factory Racing wheel set is equipped with Dunlop GEOMAX MX34 tires, while Factory Racing triple clamps feature handlebar mounts that offer a choice of two mounting positions, as well as the option to be fitted with or without rubber dampers for a customized set-up. To aid durability, the skid plate and front disc protector are made from 2K Carbon. A Rekluse clutch cover, WP Factory start device, GUTS Factory Racing seat cover, and FMF Racing Factory 4.1 silencer further underline the premium specification of each machine. Technical highlights: New Rockstar Energy Husqvarna Factory Racing graphics applied using advanced in-mold technology Connectivity Unit Offroad including a GPS allows for customization of engine mapping and track performance analysis (Rider feature requires a paid subscription) Multifunctional Map Select Switch houses the Quickshifter, Traction Control, and Launch Control buttons Quickshifter provides seamless upward gear changes Modern bodywork offers specifically tailored ergonomics for easy movement on the motorcycle Advanced chromium molybdenum steel frame is finished with a premium white powder coating Topology optimized die-cast aluminum swingarm provides optimal rigidity at the lowest possible weight Aluminum-polyamide hybrid subframe construction provides specifically calculated rigidity and advanced durability WP XACT 48 mm front forks with AER technology offer more progressive end-of-stroke damping WP XACT rear shock design with CFD optimized main piston and tool free adjusters Optimized rear shock linkage delivers refined chassis rigidity for exceptional cornering agility and rider comfort High-performance Brembo hydraulic clutch and brake systems Factory Racing CNC-machined triple clamps with adjustable offset [20 – 22 mm] Factory Racing wheel set assembled with EXCEL Takasago rims and black-anodized CNC machined hubs FMF Racing Factory 4.1 silencer Rekluse outer clutch cover WP Factory start device Dunlop GEOMAX MX34 tires for exceptional grip on a wide range of racing surfaces Factory Racing Frame Protection Kit for maximum grip and frame protection Gold chain 2K carbon composite skid plate for advanced protection and durability Semi-floating front brake disc Factory Racing front disc guard made from 2K carbon for added protection Additional vented airbox cover included Soft, gray ODI lock-on grips for the highest level of comfort GUTS Factory Racing high grip seat cover Premium-quality ProTaper handlebar and bar pad Electric starter powered by a lightweight Li-Ion 2.0 Ah battery Number 27 decals included with the FC 450 Factory Edition for those who wish to create a Malcolm Stewart replica machine Number 1 decals included with the FC 250 Factory Edition for those who wish to create a RJ Hampshire replica machine A competition-focused selection of functional clothing to complement the Factory Edition machines is available now at all Husqvarna Mobility dealerships. The extensive range is designed to provide comfort, style, and protection, ensuring that all riders can compete with confidence. Additionally, the Rockstar Replica Team Collection is a casual clothing line as worn by Rockstar Energy Husqvarna Factory Racing. The concise collection includes t-shirts, jackets, pants, and caps, and is styled to match the Factory Edition machines. The 2025 FC 250 and FC 450 Factory Editions will be available early 2025 through authorized Husqvarna Mobility dealerships. The post HUSQVARNA ANNOUNCES 2025 FACTORY EDITIONS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

It’s Factory Edition season! KTM has just announced the 2025 Factory Editions in advance of the upcoming Supercross season. This year, a 250SX-F Factory Edition joins the 450. Both have a long list of upgrades that include Akrapovic exhaust slip-on systems and connectivity units that allow riders to take advantage of the KTM Connect smartphone app as well as LitPro capabilities. The official press release is below: 2025 KTM 450 SX-F and KTM 250 SX-F FACTORY EDITIONS are set to leave track rivals in their roost. These latest versions of KTM’s primed READY TO RACE machinery are the only pure competition-focused options for riders who want – and need – to get to the front of the pack. In trusted KTM FACTORY EDITION style, the 2025 models boast the full Red Bull KTM Factory Racing trim in dedication to the factory riders that will front the team and company’s push in the 2025 AMA Supercross and Motocross series: Chase Sexton, Aaron Plessinger, Tom Vialle and Julien Beaumer. The 2025 line-up carries the latest race look and graphics for the new season and with choices between #4 (Sexton) or #7 (Plessinger) for the KTM 450 SX-F FACTORY EDITION or #1 (Vialle) for the KTM 250 SX-F FACTORY EDITION, respectively. These bikes are the closest riders and fans can come to the pros, courtesy of a host of performance and practical KTM upgrades. Both 2025 KTM FACTORY EDITIONS are based on the technical platform that has won world championships, a 250SX title, Grands Prix, Main Events and banked a host of podium trophies with a wide range of different athletes and riding styles. The 2025 creations will be the last KTM FACTORY EDITIONs of this current SX-F generation. The KTM FACTORY EDITIONS feature light, compact and advanced single-cylinder, mass-centralized engines. Cylinder, cylinder head, piston and crankshaft development ensure smooth, torquey, and reliable power output with longer service intervals. The motor package for both models include an Akrapovič slip-on muffler, fully refined EMS and a 44 mm Keihin throttle body, as well as Pankl Racing 5-speed gearboxes with quickshifter. The robot-welded steel frames adhere to precise parameters of longitudinal and torsional flex for exceptional rider feedback, energy absorption, cornering confidence and straight-line stability during acceleration and braking. The structure is light and oriented around the anti-squat concept for distinctive and effective handling, thanks also to the light aluminum subframe. The chassis benefits from the latest spec, fully-adjustable WP XACT suspension (48 mm AER split air forks and 300 mm dual compression control tool-free rear shock with higher ground clearance for the linkage). The chassis keeps the 7.2 liter (1.9 gallon) tank low around the frame and also supports the carefully crafted rider triangle for ergonomics, permitting close control and grip of the bike in any condition and for a wide array of obstacles. Edge out the competition with other features such as tool-less air filter access and maintenance marks for rapid servicing, engine mapping (plus traction control and launch control), a Connectivity Unit Offroad (to enable swift and easy engine personalization through the KTMConnect App), large surface area footrests, and premium components like Brembo clutch and brakes, DID wheels, Neken handlebar technology, Dunlop GeoMax MX34 tires and more. 2025 KTM SX-F FACTORY EDITIONS key highlights // Brand new race graphics and colorway for the 2025 AMA Supercross & Motocross season with dedicated numbers and graphic schemes for Chase Sexton (#4), Aaron Plessinger (#7) and Tom Vialle (#1) // Proven championship and race-winning technical base for both KTM 450 SX-F and KTM 250 SX-F FACTORY EDITIONS // Fully adjustable WP XACT Suspension with split damping function, enhanced with settings to match the feel of the frame and easily changeable with integrated clickers // Peerless components with Brembo clutch and brakes, Neken bars, Keihin throttle body, Akrapovič muffler, Dunlop tires // Connectivity Unit Offroad for personalized settings through the possibilities and options of the KTMConnect App // Over 20 KTM performance and aesthetic KTM PowerParts additions to convert the KTM 450 SX-F and KTM 250 SX-F motorcycle bases into 2025 KTM FACTORY EDITIONS The 2025 KTM SX-F FACTORY EDITIONS are rolling off the Austrian production line and will be available at authorized KTM dealers from early 2025. For more information, visit ktm.com. The post KTM REVEALS 2025 250 & 450 FACTORY EDITIONS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи