MotoFactory

THE NEWEST ADVENTURE BIKE FROM KAWASAKI https://youtu.be/5s9qRq11UA8 The post 2026 KAWASAKI KLE 500 ADVENTURE BIKE TEST (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Wiseco 2-Stroke World Championship by Fasthouse took place this weekend with an international turnout that crossed all boundaries of the motorcycle racing world. A mix of riders from motocross, Supercross, MXGP, off-road racing and even vet champions dusted off all sorts of two-strokes and came to Glen Helen to celebrate a common passion.  NGPC champion Dante Oliveira proved once again that he’s not just an off-road guy by dominating the Open Pro class. Oliveira took a commanding win in the first moto, although Derek Drake showed strong early pace. Phillip Nicoletti rounded out the podium in 3rd. Oliveira backed up his moto one win with another wire-to-wire performance, going 1-1 overall and claiming the 2026 Championship title in the premier class. Giacomo Redondi had a big turnaround to take second in the final race. Australian MXGP rider Joel Milesevic moved up to 3rd, and Phillip Nicoletti held on for 4th. In a mixed up final result, Milesevic was second overall. Dante Oliveira isn’t just an off-road guy. Joel Milesevic was second in the Open Pro class with a 4-3 score. Phil Nicoletti Dare DeMartile also upheld the honor of off-road racers, but misfortune took him out of both motos. Colton Aeck was one of the brave few who rode a vintage 500 two-stroke. Ryan Surratt was the top finisher on a 500 two-stroke in 7th. Moto 1: 1st: Dante Oliveira 2nd: Derek Drake 3rd: Phillip Nicoletti 4th: Joel Milesevic 5th: Josh Mosiman 6th: Giacomo Redondi 7th: Robbie Wageman 8th: Ryan Surratt 9th: Brian Medeiros 10th: Sean Collier Moto 2 1st: Dante Oliveira 2nd: Giacomo Redondi 3rd: Joel Milesevic 4th: Phillip Nicoletti 5th: Sean Collier 6th: Robbie Wageman 7th: RJ Wageman 8th: Ryan Surratt 9th: Gary Sutherlin 10th: Colton Aeck OPEN PRO OVERALL STANDINGS Dante Oliveira Joel Milesevic Phillip Nicoletti Giacomo Redondi Robbie Wageman Sean Collier Ryan Surratt RJ Wageman Gary Sutherlin Arik Swan Josh Mosiman Ezra Lewis Justin Muscutt Derek Drake Brian Medeiros Nathan Hamlin Billy Lea Matthew Cerami Ryder Patridge Seth Nemec Rafael Chao Colton Aeck Dane Morales Dylan Gaszak Brandon ONeal Rocco Morse Motocross Action’s Josh Mosiman was the winner in the Pasha 125 Pro class. Mike Alessi went 2-2 for second 125 pro. Drones followed all the action for the Dirt Bike Magazine live feed. Pasha Racing 125cc PRO 1st Overall: Josh Mosiman (#171, Winchester, CA) – 1-1 2nd Overall: Mike Alessi (#800, Yucaipa, CA) –2-2 3rd Overall: Giacomo Redondi 3-3 4th Overall: Joel Milesevic 4-4 5th Overall: Brian Medeiros 5-6 6th Overall: Dominic DeSimone 7-5 7th Overall: Mason Semmens 6-7 Doug Dubach conquered both motos in the Pasha 125 50+ Pro class. Pasha 125cc 50+ Pro Results 1st Overall: Doug Dubach 1-1 2nd Overall: Kurt Nicoll 2-2 3rd Overall: Todd Gravitt 3-3 4th Overall: Alan Jullien 4-4 5th Overall: Cory Austin 5-5 Pete Murray was the 60+ winner where he ride a 125 against Open bikes. For full results, go to Glenhelen.com. The post 2026 WISECO 2-STROKE WORLD CHAMPIONSHIP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Casey Folks loved motorcycles. He loved racing, he loved the desert and more than anything he loved his Husqvarnas. In his years as the owner of Sportsman Cycle in Las Vegas, he accumulated dozens of them. Some of them were his personal bikes and some were historically significant ones. Sadly, Casey left us in 2017, but his family still has most of those motorcycles. Many are lovingly restored by John LeFevre. I got the chance to shoot most of the collection while it was still in one place, although it now appears that many of them will go to new homes. The collection includes a 1958 Silverpilen, which is the bike that really started Husqvarna on its path towards off-road racing and world championships. Torsten Hallman and Rolf Tibblin both started their racing careers on Silverpilens. There are several motocross bikes from 1967, which is the first year that Husqvarnas were sold in any number stateside. And there’s even the very bike that Jack Johnson used to win the 1976 Mint 400. Jack and Casey were good friends, and the Mint 400 was the race that inspired Casey to create the Best In The Desert’s Vegas To Reno classic. The Folks family no longer owns Sportsman Cycle, but it still is entrenched in the Best In The Desert racing series, which is a racing venue unlike anything else in the world. That’s some legacy. Here are the motorcycles that I got to shoot in a makeshift studio near Sportsman Cycles. I’m no expert on the history of Husqvarna, so I bow to those with superior knowledge. If you have info on these bikes and their place in history, email me at riderswrite@hi-torque.com. The Silverpilen is the bike that really got Husqvarna on the path towards its many world championships. You can read about the Silverpilen on the Husky Good Old Times Blog. This particular example might have been built for the ISDE. Casey had several of the precious 1967 Cross models. This was the first big year for Edison Dye’s operation. He basically imported motocross as a sport to sell his Husqvarnas. There were only a few 1966 models brought in to the U.S. You can read Roger DeCoster’s recollection of those early years here. 1967 Husqvarna 250 Cross. You can tell the difference between those early 360sand 250s by counting the fins on the cylinder. This 1967 Husqvarna 250 Commando had frame numbers restamped so it could be sold as a 1968 model. The 1970 Husqvarna 250 Cross This is a 1971 Husqvarna 250 Cross 8-Speed. It has a 4-speed gearbox and a dual-range selector and the bars. Usually, riders left it in the high range all the time. This 1971 Husqvarna 250 Cross has the standard gearbox. Casey Folks rode and loved this 1971 250 Cross 8-speed. I dropped the helmet. Don’t tell anyone. 1969 Husqvarna 360 Cross 8-speed 1971 Husqvarna 360C Enduro 8-Speed 1970 Husqvarna 400 Cross 1971 Husqvarna 400 Cross 1969 Husqvarna 400 Cross 1974 Husqvarna 250WR. Notice the brake pedal has switched to the right side. In mid 1974, Husqvarna built a hew motor in response to the Japanese bikes. It was the 250 Mag. I have one of these, but it’s not nearly as nice. This is one of the most beautiful bikes in the collection. It’s a 1975 Husqvarna 175GP Cross Country. My favorite: a 1975 Husqvarna 360GP CR. Casey was particularly attracted to the Husky 125s. This is a 1977-78 Husqvarna 125 CR. This is reputed to be just like the bike that Bob Hannah rode prior to Yamaha. It’s a 1975 Husqvarna 250GP CR 1976 Husqvarna 360WR This is the very bike that Jack Johnson used to win the Mint 400: a 1976 360 cross country. Some parts have been swapped over the years–it looks a little different from the one in the ad. 1977 Husqvarna 360CR 1977 Husqvarna 250CR The OR series was an off-beat cross country racer. 1978 Husqvarna 390 OR. Very nice looking. By 1978 the Husqvarna 125CR wasn’t especially competitive in the 125 class. They still attracted a lot of attention in the pits. In 1982 all the Huskys were gorgeous. This is a 430WR. 1982 Husqvarna 250XC This is probably the most powerful Husqvarna ever built in Sweden. The 1982 500CR was a response the the Maico 490. It was a brute. 1982 Husqvarna 125CR In 1983 Husqvarna responded to the single-shock movement with ITC Ohlins shocks. It was an early version of PDS. 1983 Husqvarna 250WR One of the most significant bikes to come out of the Husky factory in the ’80s was the 1983 TX510. It demostrated that a four-stroke could be competitive with two-strokes of the day. That first year was difficult to start, but otherwise very good. Casey has a 1968 Honda S90 for some reason. I learned to ride on one of these. See you next week! –Ron Lawson The post CASEY FOLKS AND HIS AMAZING HUSQVARNA COLLECTION: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Ken Roczen made it two wins in a row as he dominated the 12th round of the 2026 Monster Energy Supercross season this weekend in St Louis. He was the fastest qualifier, he won his heat and then passed most of the key players on his way to a commanding lead in the main event. Hunter Lawrence got the holeshot, but seemed to struggle in the early laps before rebounding to third place. Eli Tomac, on the other hand, had another uncharacteristic lackluster performance, finishing sixth in the main. Tomac now finds himself sharing the red plate of the points leader with Hunter Lawrence, while Roczen sits only 5 points behind. In the 250 class, it was another East-West Showdown, and this time Haiden Deegan left no doubt as to who the top dog is in the 250 class. For extended coverage of the 2026 Supercross season click here.  450 MAIN 1. Ken Roczen 2. Justin Cooper 3. Hunter Lawrence (HS) 4. Jorge Prado 5. Cooper Webb 6. Eli Tomac 7. Joey Savatgy 8. Malcolm Stewart 9. Garrett Marchbanks 10. Dylan Ferrandis 11. Christian Craig 12. Shane McElrath 13. Colt Nichols 14. Justin Hill 15. Mitchell Harrison 16. Grant Harlan 17. Jordon Smith 18. Cole Thompson 19. Kevin Moranz 20. Jeremy Hand 21. Vince Friese 22. Chase Sexton 250 EAST WEST SHOWDOWN 1. Haiden Deegan 2. Cole Davies (HS) 3. Seth Hammaker 4. Nate Thrasher 5. Ryder DiFrancesco 6. Daxton Bennick 7. Levi Kitchen 8. Devin Simonson 9. Nicholas Romano 10. Max Vohland 11. Coty Schock 12. Henry Miller 13. Derek Kelley 14. Hunter Yoder 15. Max Anstie 16. Caden Dudney 17. Joshua Varize 18. Parker Ross 19. Lux Turner 20. Luke Clout 21. Brandon Ray 22. Kyle Peters 450 HEAT 1 1. Justin Cooper (HS) 2. Cooper Webb 3. Chase Sexton 4. Joey Savatgy 5. Shane McElrath 6. Garrett Marchbanks 7. Dylan Ferrandis 8. Colt Nichols 9. Grant Harlan 10. Kevin Moranz 11. Jeremy Hand 12. Zack Williams 13. Dayton Briggs 14. Cory Carsten 15. Lane Shaw 16. Anthony Rodriguez 17. Collin Allen 18. Scott Meshey 19. Scotty Wennerstrom 20. John Short 450 HEAT 2 1. Ken Roczen 2. Hunter Lawrence (HS) 3. Malcolm Stewart 4. Jorge Prado 5. Eli Tomac 6. Justin Hill 7. Christian Craig 8. Jordon Smith 9. Mitchell Harrison 10. Vince Friese 11. Cole Thompson 12. Tristan Lane 13. Jared Lesher 14. Cade Clason 15. Joan Cros 16. Carter Stephenson 17. Cheyenne Harmon 18. Bobby Piazza 19. Justin Starling 20. Logan Leitzel 250 EAST HEAT 1. Cole Davies 2. Seth Hammaker (HS) 3. Coty Schock 4. Nate Thrasher 5. Nicholas Romano 6. Henry Miller 7. Devin Simonson 8. Caden Dudney 9. Luke Clout 10. Daxton Bennick 11. CJ Benard 12. Marshal Weltin 13. Derek Kelley 14. Marcus Phelps 15. Ryder Floyd 16. Luca Marsalisi 17. Kyle Peters 18. Evan Ferry 19. Gavin Towers 20. Jo Shimoda 250 WEST HEAT 1. Haiden Deegan (HS) 2. Max Vohland 3. Hunter Yoder 4. Levi Kitchen 5. Ryder DiFrancesco 6. Lux Turner 7. Max Anstie 8. Joshua Varize 9. Parker Ross 10. Crockett Myers 11. Ayden Shive 12. Brandon Ray 13. Reven Gordon 14. Keegan Rowley 15. Hunter Schlosser 16. Ronnie Orres 17. Preston Masciangelo 18. Brian Saunier 19. Josh Greco 20. Justin Rodbell 450 STANDINGS 1. Eli Tomac 245 2. Hunter Lawrence 245 3. Ken Roczen 240 4. Cooper Webb 220 5. Justin Cooper 198 6. Joey Savatgy 153 7. Chase Sexton 144 8. Malcolm Stewart 141 9. Jorge Prado 131 10. Justin Hill 117 11. Dylan Ferrandis 114 12. Christian Craig 107 13. Aaron Plessinger 99 14. Shane McElrath 95 15. Colt Nichols Suzuki 90 16. Jason Anderson 84 17. Garrett Marchbanks 79 18. Mitchell Harrison 51 19. Jordon Smith 48 20. Vince Friese 47 21. R.J. Hampshire 38 22. Grant Harlan 37 23. Kevin Moranz 22 24. Cole Thompson 16 25. Freddie Noren14 26. Austin Forkner 12 27. Mitchell Oldenburg 12 28. Tristan Lane6 29. Ty Masterpool 5 30. Justin Bogle 4 31. Josh Cartwright 4 32. Jeremy Hand 2 33. Justin Barcia 1 34. Scott Meshey 1 35. Ryan Breece 1 250 EAST STANDINGS 1. Cole Davies 136 2. Seth Hammaker 125 3. Daxton Bennick 103 4. Jo Shimoda 100 5. Coty Schock 88 6. Devin Simonson 71 7. Nate Thrasher 69 8. Pierce Brown 63 9. Henry Miller 48 10. Derek Kelley 48 11. Caden Dudney 44 12. Cullin Park 40 13. Kyle Peters 36 14. Nicholas Romano 32 250 WEST STANDINGS 1. Haiden Deegan 190 2. Levi Kitchen 133 3. Max Anstie 130 4. Ryder DiFrancesco 127 5. Max Vohland 118 6. Michael Mosiman 107 7. Cameron Mcadoo 97 8. Hunter Yoder 92 9. Parker Ross 74 10. Joshua Varize 67 11. Carson Mumford 60 12. Lux Turner 59 13. Avery Long 58 14. Dilan Schwartz 44 The post 2026 ST LOUIS SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TWO STROKE ONLY RACING HERE! The post 2026 TWO STROKE WORLD CHAMPIONSHIPS RAW appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Leave it to Bob Weber and 6D to reinvent something as simple as goggles. Designs have evolved but the core concept hasn’t changed much. Until now. We got a first look at the all-new Max Goggle from 6D Helmets at the AIMExpo in January, and we now have our hands on some production units to see how they perform. 6D Helmets has helped redefine the way we think about helmet safety, and while the company has made significant strides in its evolution of ATR helmets, it still sees a big problem: the eye port. 6D calls it the biggest weakness in off-road helmets, and after studying crash data and head injuries happening through the eye port, Weber decided to address it head-on. Bob Weber, founder of 6D Helmets, gives media the back story of the Max Goggle at the Glen Helen launch. The Max Goggle effectively seals up the entire eye port, and the “6D Float Fit” design allows the goggle to seal to the helmet rather than on the rider’s face. The challenge then became sealing the rider’s eyes against dirt, dust and debris. This was no easy problem to solve and the team at 6D went back and forth on many concepts—their crude prototypes proudly on display at the Max Goggle media launch at Glen Helen. Engineers finally settled on a nose piece that attaches to the bottom of the goggle frame, bridging the gap between the goggle and the bridge of the rider’s nose and face. After exhaustive testing, 6D is proud to reveal the revolutionary product to the public. The Max Goggle is roll-off and tear-off compatible. 6D was proud to display the prototype evolution of the Max Goggle and nose interface at the recent media launch. The Max Goggle is compatible with the 6D ATR-3 helmet, and will also pair with the upcoming ATR-3X helmet, which is designed for dual-sport and off-road use. Existing ATR-3 helmets will require a couple of modifications in order to effectively seal out dirt and dust from the interior. The generous airflow to the brow of the helmet actually has the potential to let dirt in through the ducts, but a few quick mods can rectify that. Two foam inserts and a strip of adhesive that seals the EPS liner to the lip of the eye port are a quick fix (these items come with the Max Goggle) and you’re ready to run the setup. The end user will need to make these mods to their existing ATR-3. The newest ATR-3 helmets, and the ATR-3X models, will come already equipped with these features. The Max also comes with two interchangeable nose interfaces, short and long, so you can find your ideal fit. The system is tear-off and roll-off compatible, and lenses are available in clear, rose, blue and dark tints. The Max Goggle is compatible with current ATR-3 helmets, though they will require a couple of mods that the user will need to make in order to effectively seal out dirt and dust. The ATR-3X helmet is coming soon for off-road and dual-sport riders. The X version has sealable brow vents and a cam-type opening at each end of the goggle. But… why? Fair question. Why reinvent the wheel when the current goggle concept was working just fine for most of us? These are the reasons 6D gave for the Max Goggle: Safety is the number-one reason from Bob Weber. With the 6D Float Fit, the Max Goggle rides on the helmet and not on your face. In an impact, the load transfers to the helmet, so there is a lesser risk of injury. The design also eliminates the gap between the helmet and the chin bar of the helmet, an area that can allow in rocks and roost. (Raise your hand if you’ve been roosted in the face by a 450 with a scoop tire.) A wider field of view increases peripheral vision on the track. Improved comfort and less fatigue. Pressure on your face and foam that can trap sweat and heat can wear you out faster. “But won’t sweat get in my eyes?” With better airflow to your face, there is less heat and less sweat. Not many test riders reported any problems with sweat. For the extra sweaty types, 6D has skull caps that can be worn under the helmet to help absorb and redirect sweat away from the brow. Is this for everyone? No. And that’s something 6D can freely admit. This fresh concept is in its early stages, at least in the world of motocross and off-road. We’ll be putting ours through the paces to see how they fare. Let us know your thoughts on this all-new design. So far so good. Pete Murray likes it! The concept works well enough—but is it truly an advantage over the traditional design? We’ll let you know. The post 6D INTRODUCES ALL-NEW MAX GOGGLE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM’S ELECTRIC FUTURE IS HERE The post 2027 KTM FREERIDE E IS HERE! (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The KTM Freeride E is back! The second generation of KTM’s electric trail bike is back on the radar and it is to be released as a 50-state-legal dual-sport bike. Originally announced over a year ago and scheduled as a 2026 model, the Freeride E was quietly removed from KTM’s line-up amid corporate restructuring last year. Now that the company has its financial house more in order, the Freeride E is back in the line and will be the company’s first 2027 model. The official press release from KTM follows: The 2027 KTM Freeride E is to arrive this summer. KTM’s FREERIDE philosophy of motorcycling liberty endures for 2027 thanks to the latest edition of the KTM FREERIDE E: the company’s flagship expression of effortless, low maintenance but high-quality engineering in electric mobility while hiking the fun factor. For over a decade the KTM FREERIDE E has thrust many advantages of the concept directly into riders’ faces: a low-emissions, quiet, easy-to-service, durable offroad motorcycle that breaks boundaries for when and where it can be ridden. Better still, the 2027 model is now street-legal, meaning a new world of riding opportunities, offroad or on, have been opened up. The convenience has been matched by performance: instant and grin-inducing torque powered by a 63.9 lb MX50 Lithium-Ion battery providing 2-3 hours of typical Enduro-esque riding time. Combine these elements with a purpose-built chassis, latest-generation WP XACT suspension, Braketec hardware and Michelin Enduro Medium tires and the KTM FREERIDE E lives up to its name. The new model features interchangeable battery tech, 8h charging time. For 2027 KTM has squeezed the peak power to 19.2 kW from the inaudible, efficient, waterproof and dustproof motor that also buzzes with 37 Nm of torque. The output can be administered through three ride modes and three energy recouperation settings that help extend the range and potential of the KTM FREERIDE E. The electronic package is advanced, featuring a ‘rollover’ sensor and adjustable traction control and relayed through clear LEDs. The new KTM FREERIDE E has shaved weight and tips the scales at 246.9 lb (112 kg). The same agile and precision-engineered chrome-molybdenum steel frame surrounds the engine package and battery architecture. The subframe is made from aluminum and glass-fiber reinforced nylon and the seat height has now crept up to 35.8 in (910 mm). More gains have been made with the battery capacity with a slight increase compared to the previous model. Riders can count on a 5.5 kWh from the innovative ‘swappable’ technology and the battery itself will easily withstand over 1,000 charging cycles before a dip towards 80% effectiveness. The KTM FREERIDE E has been crafted on the immeasurable input of KTM’s offroad pedigree, countless hours of R&D as well as careful study of the latest hardware and software that applies to motorcycles in the electric segment. A refreshed colorway and renewed aesthetic add to the sensation that riders are steering a symbol of the present and a view of tomorrow. 2027 KTM FREERIDE E – HIGHLIGHTS 2027 model with refined power delivery and a modest battery capacity increase compared to the previous generation All the benefits of the latest technology in an electric motorcycle: low emissions and maintenance, ease of use – handlebar brake set-up – while now in a street-legal trim Purposeful chassis engineering with a chrome-molybdenum steel frame and a motorcycle weight of 246.9 lb (112 kg) Adjustable WP XACT and XPLOR suspension and 21” and 18” aluminum wheels Interchangeable battery tech, 8h charging time with 660 W unit, 1.5h with 3.3 kW power charger (0-100%) and 5.5 kWh battery capacity for 2-3 hours of Enduro riding time Key power stats:19.2 kW peak power, 37 Nm of torque, and a top speed of 59 mph / 95 km/h The 2027 KTM FREERIDE E will be available through authorized KTM dealers early this summer. For more information and further details visit ktm.com. The post DUAL-SPORT-LEGAL KTM ELECTRIC FREERIDE E TO ARRIVE THIS SUMMER appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We love motorcycles, and the extended staff at Dirt Bike has been lucky enough to spend the last 55 years riding and testing some truly great ones. Some have been greater than others. In the May, 2026 issue we have the latest installment of the “Life and Times” series where we look back at certain iconic bikes. In this round, we take a look at the short-lived, but very memorable Honda XR400R. Here’s a preview of that feature: THE LIFE & TIMES OF THE HONDA XR400R Spud Walters raced the Honda XR400R in the Four Stroke Nationals with some success prior to the arrival of the YZ400F. Thirty years ago, the world was a different place. It was filled with VCRs, floppy disks, telephone answering machines and high-tech must-haves that came and went very quickly. That was the setting for the Honda XR400R. It arrived in 1996 as the herald of a new generation of four-strokes. And, within eight years it was gone. Hard to believe, but the Honda XR400R was only produced until 2004. Other motorcycles go on and on; just look at the XR650L and the Yamaha TW200. Yet, in that short span, the middleweight Honda altered the way we think of four-strokes and shaped the bikes to come. You can read more in the May print edition of Dirt Bike, but here are some other Life & Times features from earlier issues. 2000 Honda XR400R The bike was more or less designed for Scott Summers, but he wasn’t impressed. He loved his 600 too much. THE LIFE & TIMES OF HUSQVARNA MOTO By Gunnar Lindstrom Husqvarna is not only one of the oldest motorcycle makers in the world, it’s one of the oldest continuously operated manufacturing operations of any kind. Prior to building its first motorcycle in 1903, the mill at Huskvarna, Sweden, produced firearms and other goods dating all the way back to the 17th century. But, can you realistically say that the Husqvarna of 2025 is the same company that produced muskets for King Charles XI of Sweden in 1689? No motorcycle maker has such a complicated and serpentine history. It’s a story of stunning success, dark chapters and forgotten years. Here’s a brief overview of one of the greatest legacies in the motorcycle world. Read more … https://dirtbikemagazine.com/husky-the-forgotten-years-the-life-and-times-of-husqvarna-moto/ THE LIFE & TIMES OF THE HONDA XR650L The 32-year history of the Honda XR650L can be fit into a very brief summary: It arrived in 1993. It’s still here. The XR is an accountant’s dream bike. It was assembled mostly from existing parts, and for more than three decades nothing has changed—no new tooling, no new parts, no new part numbers. It’s a page right out of the Volkswagen Beetle playbook. Read more … https://dirtbikemagazine.com/dual-sport-icon-the-life-times-of-the-honda-xr650l/ THE LIFE & TIMES OF THE SUZUKI RM250 The story of the Suzuki RM250 isn’t just about a single motorcycle. It’s about a dynasty of bikes, championships and riders that goes back to a glorious era in the history of motocross. Forty-five years ago, motocross was an obscure European sport. In America, we loved flat track and hill climbing. Even in Europe, road racing was a far more popular sport. No one really saw any future in the cult sport of motocross. Read more … https://dirtbikemagazine.com/the-life-and-times-of-the-suzuki-rm250/ THE LIFE & TIMES OF THE SUZUKI DR-Z400 What’s the best investment in motorcycling? Forget the stock market; put all your money in Japanese dual-sport bikes. In a sport where hardware is famous for rapid obsolescence, dual-sport bikes hold their value. The Suzuki DR-Z400S is a perfect example. In its first year of production, it sold for $5349. For the next 25 years, the only thing that changed about the DR-Z was the price. Riders could, in theory, get a new DR-Z each year with the resale money from the previous one. Read more … https://dirtbikemagazine.com/great-motorcycles-we-have-known-the-life-times-of-the-suzuki-dr-z400s/ THE LIFE & TIMES OF THE KAWASAKI KDX200 To this day, no one can clearly define the Kawasaki KDX200. Was it a beginner bike designed to teach wives and kids the fine art of off-road riding? Or was it a Navy SEAL of a bike built for the toughest enduros and the most grizzled riders? Clearly it was used as both. In its official lifespan from 1983 to 2006, the KDX was an evolutionary alligator, remaining mostly unchanged as eras passed and other bikes became extinct. One of the reasons that Kawasaki engineers made so few changes was because they were afraid they would mess up the magic formula. The KDX sold thousands of units, year in and year out, without any need for reinvestment. Read more … https://dirtbikemagazine.com/the-life-times-of-the-kawasaki-kdx200/ THE LIFE & TIMES OF THE KTM 300 You could probably call the KTM 300 the Volksmotard, the people’s motorcycle. Never mind what pros ride or what champions race, the KTM 300 was inspired, designed and demanded by everyday riders—American riders. It doesn’t have a long string of championships on its resume, it’s hardly identified with any famous names and it wasn’t made to capitalize on any iconic races, yet the KTM 300 is the most demanded and respected dirt bike among the rank and file of American regular guys and has held that position for over 20 years. Read more … https://dirtbikemagazine.com/the-life-and-times-of-the-ktm-300/ THE LIFE & TIMES OF THE KAWASAKI KX500 “A fuse looking for a light.” “Unrideable.” “Violent.” Those are all quotes from the June 1983 issue of Dirt Bike. The subject? Kawasaki’s first KX500, a bike that was destined to become a legend in motocross and desert racing. It was a humble beginning for one of the greatest dirt bikes in history. At the time, there were no 500cc motocrossers. Kawasaki was the first to go there since the notorious 501 Maico of the previous decade. But in the end, the KX would outlast all others of its kind, officially turning out the lights on the 500 two-stroke class in 2004. Read more … https://dirtbikemagazine.com/kx500-the-one-bike-to-ride-before-you-die/ THE LIFE & TIMES OF THE HONDA CR250R In the auto world there was the Mustang. In aviation it was the P-51 and in bicycles there was the Schwinn Sting Ray. There are timeless classics in each field, and in the dirt bike world, there’s nothing that has reached that status like the Honda CR250R. Even though it’s been out of production in the U.S. since 2007, the CR probably won more combined amateur and professional races than any other motorcycle in the dirt world. And they are still out there winning. The CR is a hot commodity on the used-bike market, and on start lines across they still outnumber many current models. Read more … https://dirtbikemagazine.com/life-and-times-of-the-honda-cr250r/ THE LIFE & TIMES OF THE YAMAHA YZ250 The Yamaha YZ250 two-stroke has now been in production for over 50 years. No other motocross bike has been around longer. There’s no telling what the history of motocross would look like if not for the YZ250 and the people who built it. The list of technology that debuted on the YZ includes reed valves, single-shock suspension and power valves. Perhaps, more than anything, the YZ250 is known for the legendary riders who used it to win. The list includes Gary Jones, Bob Hannah, Mike Bell, Ricky Johnson and Jeremy McGrath, to name a few Americans. In Europe, Hakan Andersson and Neil Hudson and Americans Danny LaPorte and Donny Schmit gave the YZ its championships. Read more … https://dirtbikemagazine.com/the-life-times-of-the-yamaha-yz250/ The Life & Times series is an on-going feature in Dirt Bike. Check out your back issues or just do a search right here to find your favorite bike. The post THE LIFE & TIMES OF 10 ICONIC DIRT BIKES: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Ken Roczen took his second main event victory of the 2026 Monster Energy Supercross season and made it look easy. Other riders struggled; Hunter Lawrence, Cooper Webb, George Prado and others suffered crashes. Eli Tomac emerged with the red plate of the points leader despite an atypical ride that saw him struggle to hold on to fifth place in the main. There were numerous crashes in the 250 class as well, but the three top riders emerged unscathed and finished in formation, with Cole Davies besting Seth Hammaker and Jo Shimoda. For extended coverage of the 2026 Supercross season click here. 450 MAIN 1. Ken Roczen 2. Chase Sexton 3. Malcolm Stewart 4. Justin Cooper 5. Eli Tomac 6. Cooper Webb 7. Dylan Ferrandis 8. Justin Hill 9. Joey Savatgy 10. Garrett Marchbanks 11. Jordon Smith 12. Christian Craig 13. Jorge Prado (HS) 14. Shane McElrath 15. Mitchell Harrison 16. Vince Friese 17. Colt Nichols 18. Hunter Lawrence 19. Kevin Moranz 20. Tristan Lane 21. Justin Bogle 22. Cole Thompson  250 EAST MAIN 1. Cole Davies 2. Seth Hammaker 3. Jo Shimoda 4. Coty Schock 5. Henry Miller 6. Daxton Bennick 7. Nicholas Romano 8. Kyle Peters 9. Derek Kelley 10. Luke Neese 11. Evan Ferry 12. Marshal Weltin 13. Luke Clout 14. Gavin Towers 15. Jeremy Hand 16. Luca Marsalisi 17. CJ Benard 18. Caden Dudney 19. Devin Simonson 20. Casey Cochran 21. Nate Thrasher (HS) 22. Landon Hartz 450 HEAT 1 1. Chase Sexton 2. Ken Roczen 3. Eli Tomac 4. Justin Hill 5. Christian Craig (HS) 6. Colt Nichols 7. Cole Thompson 8. Jordon Smith 9. Mitchell Harrison 10. Justin Bogle 11. Garrett Marchbanks 12. Dayton Briggs 13. Vinny Luhovey 14. Lane Shaw 15. Cory Carsten 16. Anthony Rodriguez 17. Freddie Noren 18. Preston Taylor 19. Logan Leitzel 450 HEAT 2 1. Hunter Lawrence (HS) 2. Cooper Webb 3. Justin Cooper 4. Malcolm Stewart 5. Jorge Prado 6. Dylan Ferrandis 7. Joey Savatgy 8. Shane McElrath 9. Vince Friese 10. Kevin Moranz 11. Cade Clason 12. Tristan Lane 13. Zack Williams 14. Scott Meshey 15. Grant Harlan 16. Preston Masciangelo 17. Cheyenne Harmon 18. Carter Stephenson 19. Bobby Piazza 250 HEAT 1 1. Cole Davies 2. Nicholas Romano 3. Jo Shimoda 4. Caden Dudney (HS) 5. Casey Cochran 6. Henry Miller 7. Luca Marsalisi 8. Landon Hartz 9. Luke Clout 10. Jeremy Hand 11. CJ Benard 12. Derek Kelley 13. Russell Buccheri 14. Izaih Clark 15. Hamden Hudson 16. Hayes Edwards 17. Collin Allen 18. Logan Riggins 19. Christopher Blackmer 20. Trevor Hazlett 250 HEAT 2 1. Nate Thrasher (HS) 2. Coty Schock 3. Seth Hammaker 4. Devin Simonson 5. Daxton Bennick 6. Evan Ferry 7. Gavin Towers 8. Marshal Weltin 9. Luke Neese 10. Marcus Phelps 11. John Short IV 12. Gage Stine 13. Ryder Floyd 14. Kyle Peters 15. Jace Kessler 16. Carter Malcolm 17. Brayden Ehlermann 18. Bryton Carroll 19. Carter Biese 20. Jonathan Getz 450 STANDINGS 1. Eli Tomac 229 2. Hunter Lawrence 225 3. Ken Roczen 215 4. Cooper Webb 203 5. Justin Cooper 176 6. Chase Sexton 144 7. Joey Savatgy 138 8. Malcolm Stewart 127 9. Jorge Prado 113 10. Justin Hill 109 11. Dylan Ferrandis 102 12. Aaron Plessinger 99 13. Christian Craig 96 14. Shane McElrath 85 15. Jason Anderson 84 16. Colt Nichols 81 17. Garrett Marchbanks 66 18. Vince Friese 46 19. Mitchell Harrison 44 20. Jordon Smith 43 21. R.J. Hampshire 38 22. Grant Harlan 31 23. Kevin Moranz 19 24. Austin Forkner 16 25. Freddie Noren 12 26. Tristan Lane 10 27. Cole Thompson 6 28. Mitchell Oldenburg 12 29. Justin Bogle 5 30. Ty Masterpool 4 31. Josh Cartwright 4 32. Justin Barcia 1 33. Scott Meshey 1 34. Ryan Breece 1 250 EAST STANDINGS 1. Cole Davies 114 2. Seth Hammaker 105 3. Jo Shimoda 100 4. Daxton Bennick 87 5. Coty Schock 77 6. Pierce Brown 63 7. Devin Simonson 57 8. Nate Thrasher 51 9. Cullin Park 40 10. Derek Kelley 39 11. Henry Miller 38 12. Caden Dudney 38 13. Kyle Peters 36 14. Jalek Swoll 27 The post 2026 DETROIT SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

You couldn’t ask for a better roll-out. Last year, the Honda CRF450R underwent a significant redesign. It got a new frame, new suspension and a new personality. Then, Jett and Hunter Lawrence proceeded to utterly dominate the 2025 AMA National Motocross Championship. They continued the same behavior at the Motocross of Nations and made the Honda 450 the winningest bike in Pro Motocross. Is the CRF450R that good? No, of course not. Don’t be ridiculous. No bike is that good, not even the works HRC Hondas that Jett and Hunter ride. The Australian brothers are certified genetic freaks, and Pro Motocross racing is never a good indicator of what motorcycles work best in the real world. With that out of the way, we will say that last year’s CRF450R was the best motocross bike that Honda had produced in over 15 years, and this year’s version is more of the same. THE RIGHT FORMULA Even though Jett and Hunter are the poster children for the current generation of Hondas, more of the credit probably goes to Tim Gajser’s MXGP effort in Europe where they are free to race-test new frames and components. In the U.S., Trey Canard is the official Honda development rider, and he was the man who pointed the production bike on its current path. The 2025 model didn’t have any dramatic changes in geometry, but Honda ash-canned around 70 percent of the individual pieces that are used in the construction of the frame. The new parts had different thicknesses and flex characteristics. Overall, the new frame was made more rigid in almost all planes of movement. Honda engineers also moved the mounting location of the subframe to the rear, which is said to better isolate outside forces at the rear of the bike. The steering stem, triple clamp, outer fork tubes and front axle were all more rigid as well. Then, the suspension was completely rethought. The Showa fork got new springs, valving and internal designs. The rear linkage became more rigid, with the dog bones replaced by a one-piece structure. The Showa shock got a new reservoir, spring and valving changes, while the rear spring rate was changed to 52 N/mm from 56 N/mm. The fork springs remained 5.2 N/mm. As for the motor, Honda gave it a stiffer crankshaft, but the overall architecture was unchanged. It still used Honda’s Unicam design with a cam that is offset to more directly drive the intake valves. That distinction is somewhat less relevant today, because finger followers are used between the cam and the intake valves, whereas the original Unicam design called for direct actuation of the buckets on the intake side. Honda’s valve train still presents less reciprocating mass than other SOHC designs. The most significant performance-related change last year was an airbox that offered more flow. The side panels got large vents, and the filter itself was redesigned. At the other end, the exhaust system became straighter and longer. Mapping changes have become the bold new graphics of the 21st century. But, even that was left untouched for 2026. The Honda still has a fairly extensive electronics portfolio. The handlebar switch offers three different maps as well as three levels of traction control. When you start the bike, count the number of LED flashes on the switch. One flash is the standard map, two is mild and three is aggressive. Press the blue button until you get what you want. Next on the list of electronic offerings is multi-level launch assist. To access this, you hold down the starter button when the engine is already running. All of those electronic options add up to a long list of buttons and modes to deal with. Honda is doubtlessly working on its own smartphone app, but there’s a certain appeal to having it all available on the bike without the need for Wi-Fi or Bluetooth connections. SPINNING LAPS When we say this is the best Honda motocross bike in years, that’s meant as praise, but it’s also an indictment of recent offerings. It’s been 16 years since the CRF450R won a shootout— anyone’s shootout. Part of the issue was bad timing. The biggest redesign in that period came in 2021 when Honda’s development schedule was interrupted by the COVID pandemic. The success of 2025 should have come earlier. In essence, Honda kept the traits that riders loved and ditched the ones that held it back. Number one on the list of the bike’s traditional strong points is sharp, responsive handling. The Honda is super easy to turn. In rutted turns, it’s almost an unfair advantage; it doesn’t knife under or try to climb out of the rut. The CRF feels light and very, very agile despite weight that’s nothing special. It’s 237 pounds without fuel on our scale, which is right in the middle of the class. Regardless of that, riders have long said the Honda feels light and turns well, but now it’s coupled with more stability before and after the turn. You can choose your line more easily coming into each corner, and when you open the throttle, the bike straightens out and goes exactly where it’s pointed. At speed, the Honda still isn’t the most stable bike in the world, but it’s predictable and never does anything wicked. In the past, riders were tasked with endless fork-height adjustment. You would slide the fork tube up in the clamps to lower the front end for tight tracks, then go the other way for fast tracks. Now, you leave it where it is and go ride— anywhere. Part of the credit for that has to go to suspension improvements. This generation of Showa components is spot-on for mid-level riders. It’s plush on small chop and can at least handle those horrendous big hits. If you are, say, an intermediate or vet expert who weighs around 175 pounds, you don’t have to do a thing. Set aside your suspension-tuning budget for a weekend in Vegas. More advanced riders might need to stiffen things up, but don’t go crazy. The stock stuff is good. THUNDER DOWN UNDER The Honda CRF450R has more low-end power than any current production motocross bike. In fact, it might be the all-time champion in that department. From zero to about 7000 rpm, the Honda crushes it. That means you can cruise around the track at what sounds like half throttle and still be making more power than any 250 ever made. On top, the Honda tapers off early. It revs to over 11,000 rpm, but when you get past its peak at 9000 rpm, it’s not really going anywhere. To get the most out of the CRF, you have to shift early. That’s only a problem if you think you’re in one of those situations where you’re trying to stretch a gear rather than take the time to shift. If you were to be honest with yourself, those circumstances usually are the result of bad planning. Don’t look to the map switch for help, either. The aggressive map doesn’t add anything on top, it just makes for a more abrupt hit down low. Overall, the CRF450R helps you ride the way you’re supposed to ride. Honda has every right to enjoy its current situation. The race team is killing it, and the latest version of the 450 is such a great motorcycle that being unchanged is a blessing. We can’t say that the Lawrence phenomenon is because the production Honda is so good, but it sure didn’t hurt. The post 2026 HONDA CRF450R: FULL TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The world has changed. The windsock of technology has turned around and now shows a strong wind coming directly from China. Bikes like the Kove MX450 represent the next big thing in motocross. Nothing will change that; not tariffs, not politics, not attitudes. Three years ago, Kove established itself in the rally world by becoming the first Chinese motorcycle to finish the Dakar Rally. Motocross is next on the agenda. The first shipment of production MX450s is already ashore in America with a price of $7999, which includes the current tariff of over 35 percent. That tax will almost certainly change in the future, but for right now, the price is set at almost $3000 less than mainstream 450 motocross bikes from Europe and Japan. What’s more significant is that the bike is legit. This is no untested knockoff. In its first incarnation, it’s already in the hunt. WHEN IS A KNOCKOFF NOT A KNOCKOFF? We would love to be able to test the Kove without talking about past Chinese malfeasance, but that’s impossible. The motorcycle industry has suffered greatly from a flood of copycat brands that vanish overnight, leaving a wake of broken and unsupported products. Kove has been fighting an uphill battle against that reputation and making slow progress. The U.S. importer has been around for over 20 years with various brands and products, and has invested a great deal in customer support. That effort is already paying off in the rally bike segment, where social media comments from real-world owners are overwhelmingly positive. The MX450 isn’t a knockoff of any specific motorcycle, but it wasn’t built in a vacuum. The motor has a very strong Honda vibe. It’s a single-overhead-cam four-valver. This motor was originally developed for the competition version of the rally bike and was tested in the Dakar Rally itself. To make it into a motocross bike, the engineers found more power and developed a new five-speed gearbox. The chassis isn’t quite like anything else currently on the market. If you want to go back a few years, you can see some influence from the last generation of two-stroke motocross bikes from Kawasaki. It uses a perimeter configuration made of steel. The people at the Kove factory originally saw this bike as a special edition, which is why it has a KYB fork, titanium footpegs, a titanium exhaust, and a number of parts that are machined from billet and anodized. The split triple clamps, in particular, are beautifully made and rival anything from Europe. The wheels, in fact, are from Europe. GLM supplies the rims, hubs and spokes from Italy. After some initial thought, the U.S. importer decided that the special edition would be the only version for the U.S. The rear suspension still uses a Chinese-made Yu-An shock, and it might be the only thing on the bike that can truly be called a knockoff. It’s very much like a Showa damper, and suspension tuners report that it will accept all the Race Tech components, like gold valves and bladder kits that were designed for Showa. The brakes are made by Taisko and look like a cross between Brembo and Nissin items. Again, these are similar but not identical to existing parts. The front brake pads are proprietary Taisko items, while the rear caliper is close enough to a Nissin to accept Honda brake pads. The rear sprocket, not surprisingly, uses a KTM bolt pattern, but the wheel itself is different. Another perk that comes as standard equipment is the map switch. This allows you to switch between two maps, and also offers launch assist and a lap timer. It does not have a Quickshift button, but the bike does have Quickshift. It’s always on unless you disconnect a wire. Perhaps the best indication that the new Kove is no knockoff is the weight. On our scale, it weighs 234 pounds without gas. That means it’s lighter than a Honda, Kawasaki and Suzuki. Copies are never lighter than the original. The MSRP for the 2026 Kove MX450 is $7999. That includes the 35-percent tariff. A NEW BREED We first rode a prototype of this bike last summer. It had the latest motocross chassis, but the motor was lifted straight from the rally bike. We knew that the gearing was going to be super tall and the mapping was a work in progress, but we couldn’t resist the offer. It was just good enough to serve notice that the production bike was going to be something special and like no other Chinese motorcycle—ever. That prediction turned out to be true. The two biggest issues we had with the prototype were gearing and mapping. The bike was geared so tall that it never made it out of third gear on Glen Helen’s national track. That combined with sketchy mapping to present a stall threat in every turn. Kove has made progress on both fronts. With motocross-appropriate gearing, the production Kove motor is revealed to be a powerhouse. It produces excellent torque that smoothly transitions to very impressive mid-range. Peak power is somewhere in the same neighborhood as a Honda CRF450R or a Kawasaki KX450. For a seat-of-the-pants reference, we used the Honda CRF450R tested in this issue. Roll-on drag races demonstrate that the Honda is stronger below 7000 rpm, but only by a small margin. That’s forgivable; the Honda is stronger than any motocross bike in that range. On top, the two bikes are similar, which means they are a half step behind the Austrian bikes and the Yamaha. Again, that’s forgivable, considering that overkill is a common complaint with those bikes. Modern 450s have long since withdrawn from the peakhorsepower contest and instead concentrate on power delivery. On the mapping front, Kove has made huge strides since our experience with the prototype. It doesn’t stall in tight turns, but it does hiccup and burp. It’s more of an auditory issue than a performance one. Both maps have similar issues, so we don’t know if it’s easily solved. As of recently, the Kove importer has been granted the capability to make its own maps, but their base of operations is around 5000 feet in the mountains of Utah. There might be updates forthcoming, but for now, how the bike comes is how the bike comes. Along the same lines, the exhaust note is very loud. The thought of replacing that beautiful titanium exhaust would be a heart breaker, so the first stop would have to be repacking with quality material. A version of this motor first saw service in the competition version of the rally bike. Now, it has a five-speed gearbox and motocross tuning. SUSPENSION SUSPENSE The people at KYB probably had a hand in the final suspension settings. The fork is excellent. It’s set up well for amateur-level motocross with riders weighing around 170 pounds. We know from experience that good suspension is the end product of both componentry and frame design, so we have to believe that the engineers at Kove know what they are doing. The front end never delivers that harsh feel that’s so common with first-year motocross bikes. The rear end is a little more mysterious. It’s far too stiff for the aforementioned amateur rider. It’s as if the rear suspension was designed for Supercross and the front end was for off-road. All we could do was back off the settings, but we used up all the spring-preload adjustment to get reasonable sag for our test riders—around 105mm for a 180-pound rider. Again, we know that the shock internals are similar to Showa parts, but most of our problems would probably be solved with a softer spring. Despite that, the overall handling was good. You might think that stiff rear suspension would result in headshake and instability. That wasn’t the case. The Kove is predictable and goes dead straight. If we had to compare it to something more mainstream, we would say it’s similar to a Kawasaki. It turns well, and even the CST tires work well just about everywhere. WHERE TO GO FROM HERE So the Kove MX450 isn’t a perfectly finished product, but no bike is. Everyone who buys a new MX bike is buying a project. Sometimes you get lucky and don’t have to pay for suspension work, wheels and other parts. Not always, though. We would guess that Kove owners will be the kind of riders who like to tinker, experiment and take a chance. The best thing about buying a bike that sells for $7999 is that you have a big budget to make it your own. The post 2026 KOVE MX450 REVIEW appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Our KTM 300 XC TPI project with Slavens Racing for rider Shaun Langham is our main focus this week’s Two-Stroke Tuesday brought to you by Decal Works. This over-the-top build that includes factory level components everywhere you look. We keep the KTM 300 theme going in the 2-Stroke History section and 2-Stroke Behind The Build is the complete story on our 2019 KTM 300 XC project with Vertex Piston. If you are a KTM 300 fan this week’s Two-Stroke Tuesday is a must-see ! There aren’t many riders who equip their KTM 300XC-W TPI with a WP Cone Valve fork, WP Pro Component Trax shock (www.powerbandracing.com), X-Trig Rocs clamps (www.xtrig.com), Ti footpegs, GET ignition, Faster USA wheelset and enough titanium (bolts and axles) and carbon fiber accoutrements to make a factory rider jealous—before they ever ride it! That’s only a portion of the list, which includes an S3 Mule head (www.slavensracing.com), FMF exhaust, Hoosier tires, Rekluse Radius CX clutch, Bulletproof protection, along with a gaggle of KTM Hard Parts. This 300 uses the very trick Xtrig ROCS triple clamps, stock bars and ODI grips, along with the GET adjustable ECU programmed by Slavens Racing. FMF’s Gnarly pipe gets a sano P3 carbon fiber guard. The Ti pegs come from Raptor, the radiator guards from Bulletproof (www.bulletproofdesigns.com), a fan kit (you can’t see) from KTM Hard Parts, the exotic carbon fiber frame guards and ignition cover come from Extreme Carbon (www.extremecarbon.eu). The swingarm protector is a KTM Hard Parts piece, the chainguide from TM Designs, the guide strengthener from Bulletproof, the chain is an RK X-ring and the sprocket is a Renthal Twin Ring. The side stand is Pro Moto Billet, the saddle from Seat Concepts and behind all of it is the very trick Cone Valve suspension from WP. The WP Cone Valve suspension, Faster USA wheels and X-Trig clamps are major buys, and will set you back right around $7800! Shaun gets his WP Pro Component suspension from Powerband Racing (www.powerbandracing.com). Loving their service and setup, he’s purchased five sets of Cone Valve suspension from them! An FMF Ti muffler from KTM Hard Parts highlights the exhaust system. The Faster USA wheelsets are super strong and durable. The ti axles come from Portugal, and the titanium hardware is from Doc Wob in Euro. The Hoosier rubber was yet untested. 2-STROKE HISTORY You could probably call the KTM 300 the Volksmotard; the people’s motorcycle. Never mind what Pros ride or what champions race, the KTM is 300 was inspired, designed and demanded by everyday riders. American riders. Its list of pro championships is surprisingly short, but the KTM 300 is the most demanded and respected dirt bike among the rank and file of American Regular Guys, and it’s held that position for over 20 years. CLICK THE IMAGE ABOVE FOR MORE 2-STROKE BEHIND THE BUILD We started our trail build with the last 300XC model to come equipped with a carburetor: the 2019 KTM 300XC. This machine was fairly well-received by the carbureted community as a whole but did have some issues. One major issue was the constant need to modify jetting specs in the Mikuni unit that came on the bike stock. KTM had fought this issue since changing to Mikuni in 2016, making niche carburetor companies like Smart Carb and Lectron very happy. Keihin carburetors were standard issue before that, and we are still scratching our heads at KTM’s decision to change. CLICK THE IMAGE ABOVE FOR MORE The post SLAVENS RACING KTM 300 TPI PROJECT: TWO STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

In the auto world, there was the Mustang. In aviation, it was the P-51. For bicycles, there was the Schwinn Stingray. There are timeless classics in each sport, and, in the dirt bike world, there’s no other that has reached iconic status like the Honda CR250R. Even though it’s been out of production in the U.S. since 2007, the CR has probably won more combined amateur and professional races than any other motorcycle in the dirt world. And CR250s are still out there winning. CRs are a hot commodity on the used-bike market, and on start lines across the country, they still outnumber many current models. Over the course of its 34-year run, the Honda evolved, completely changing its identity several times. The early models are sought after in vintage racing, and the later ones are still competitive against four-strokes. Jeremy McGrath rode for Kawasaki, Suzuki and Yamaha, but his most enduring images are all on a Honda. His factory bike was almost unchanged throughout his Honda years, regardless of what happened to the production bike. THE RECORD BOOKS In terms of championships, the Honda CR250 is the winningest dirt bike in U.S. history. Here are some facts: • Supercross Championships: 15 • Outdoor National Championships: 12 • First title: Gary Jones — 1973 250 National Championship. • Most recent title: Ricky Carmichael — 2003 250 National Championship. The list of riders who won on the CR250 is a who’s who of American motocross: Gary Jones, Marty Tripes, Marty Smith, Bob Hannah, Donnie Hansen, David Bailey, Johnny O’Mara, Rick Johnson, Jeff Stanton, Jean Michel Bayle, Danny LaPorte, Chuck Sun, Jeremy McGrath, Doug Henry, Mike LaRocco, Ricky Carmichael and many, many others. In fact, it’s interesting to note that since Honda switched to the four-stroke CRF450R as its mainstay, the factory team has only earned one Outdoor National Championship: R.C. in 2004. So it goes. This spy photo appeared in Cycle Guide in 1971 and was the first real evidence of the coming Honda two-stroke. This bike had a strong resemblance to the 1971 XR250 four-stroke, but earlier versions actually looked more like the final production 250 Elsinore. On the off-road side of the coin, the Honda 250 was incredibly successful on the local level, but not nationally. Honda never promoted the bike for off-road use, instead concentrating on the XR line for GNCC and Baja racing. The only time CR250s got attention on the National Enduro scene was when Kevin Hines raced them under the CRE name, which lasted a number of years in the late ’90s. A BRIEF HISTORY OF TIME It seems odd, but the Honda CR250 can trace its roots back to the RC166 six-cylinder 250cc road racer that Mike Hailwood rode in Europe. Terry Good’s website, MXworksbike.com, has an excellent history of how all this came about. Soichiro Honda was fanatical about winning races at any cost, so he put together a team of the best engineers to go GP racing. Within a few years, the team had achieved all its goals. The cost of doing this was incredible, so after winning in 1966, Honda pulled out of GP racing in 1967. That left a team of very talented and energetic engineers without much to do. At the time, Mr. Honda hated two-strokes and publicly said that his company would never build one. But the engineers knew that the two-stroke motor was the way of the future and set about building one secretly. To this day, it’s not known how much Mr. Honda himself knew about the project. When Honda came out with the CR250M Elsinore in 1973, it changed the motocross world. There was no difference in 1974, and, in 1975, the top of the fuel tank was red. In August 1971, the team took the prototype to a National race in Mine, Yamaguchi, hoping not to attract much attention. Unfortunately, the bike was photographed by the Japanese press, and soon Honda’s twostroke was out of the bag. Soichiro begrudgingly gave the go-ahead to make the machine an official Honda project, which, at first, was called the 335A. Two years later, the Honda CR250M arrived in dealers’ showrooms, and Honda won its first U.S. National Championship with Gary Jones. That first year, the Honda 250 two-stroke was a complete game changer, and it set off a frenzied era of hyper evolution in the MX world. The first Honda Powersports product produced in the Marysville, Ohio, plant was the 1980 Honda CR250R. Later, the CR production was moved back to Japan. MAJOR MODEL CHANGES Early ’70s: Unfortunately, the CR250M didn’t keep pace through the early ’70s. It was offered almost unchanged in 1974 and 1975, and then received a conservative makeover in 1976. That allowed Yamaha, Suzuki and European makers to regain the high ground. In the meantime, Honda’s factory racing team was riding something completely different. 1978: Honda released a stunning new 250cc two-stroke, renaming it the CR250R. It had a Euro-style engine with the output shaft on the right and a reed valve intake. Probably the most memorable aspect of the bike was its striking appearance. Everything, even the motor, was fireengine red. Honda leapfrogged back to the front of the field in magazine shootouts and sales. 1980: This was an oddball year. Honda completely redesigned the bike with a center exhaust port and a double-downtube frame. Then the bike was completely ashcanned a year later, despite good reviews. In 1980, plastic gas tanks were ushered in to the delight of riders. In retrospect, it was a sad day; another era had passed. 1981: Honda predicted the coming of liquid-cooling and single-shock suspension and rushed to meet the call. The 1981 Honda CR250R leaped years ahead; in fact, it was too advanced. It had reliability problems, and the new Pro-Link rear suspension didn’t work well. Once again, Honda lost its edge in the 250 class. Over the next two years, the bike received back-to-back changes on a fairly large scale, and most of the problems were sorted out, making ’83 a very good year to ride a CR. 1984: Another massive year for redesign, this is when the Honda CR250R settled down into a familiar form that it would maintain for many years. The motor was turned around with the countershaft returning to the left. The bike received the ATAC exhaust valve and a hydraulic front disc brake, which is a watermark in the vintage-racing world today. For the next six years, Honda made one or two significant changes every season. In 1986, it was a cartridge front fork and a more modern exhaust valve called the “Honda Power Port.” In 1987, it got a hydraulic rear disc brake, and the Keihin carb was increased from 36mm to 38mm. Most significant of all was the switch to an inverted Showa fork in 1989. This was considered a step backward at first, but within a few seasons, the new front suspension design was accepted. Even the 1989 version could be made to work much better than stock once suspension tuners figured it out. After a few years of falling behind, Honda unleashed the 1978 CR250R. It was a great machine and was unchanged in 1979. In 1980 Honda started changing the CR radically every single year. The 1980 model was a bit of an oddball with its plastic tank, double-downtube frame and center-port exhaust. Johnny O’Mara turned a few laps on Dirt Bike’s 1983 CR250R test bike. That was the last year of the right-side output shaft and the best of that era. 1990: This was a big year for cosmetic changes to the Honda, but it should be pointed out that massive redesigns became less frequent. The 1990 machine got all-new bodywork, a white frame and upgrades in suspension. It sold for $3995. After that came a brief period that most riders try to forget. We entered the splash years. The most offensive look came in 1991; it was a virtual mullet on wheels. In 1992, the motor became more powerful and the frame became weaker. This was a bad combination for handling, which most riders blamed on the suspension. Roger DeCoster came to work for Dirt Bike magazine a few years later and explained what had taken place behind closed doors at Honda. He had been badgering the engineers for a stronger frame throughout these years, but it didn’t come until 1994. Unfortunately, Jeremy McGrath still preferred the handling of the older frame—once it had been gusseted for more stiffness. According to DeCoster, Jean-Michel Bayle had a gift for developing and setting up race bikes. The race team’s CR250R from the early ’90s was the mainstay of Honda’s racing effort for years afterward and was the version that McGrath rode throughout his Honda career. In 1995, Honda made a shocking switch to KYB suspension, although Roger pointed out that it felt about the same. The price by then had gone up to $5099. The first liquid-cooled, single-shock CR hit the track in 1981. It was visually stunning, but didn’t quite live up to its looks. Some of the greatest years for Honda’s CR250R were 1987 and 1988. The bikes had good suspension and disc brakes. The upside-down fork was introduced in 1989 and, from that point on, the fork would be the bike’s weakest point. In 1984 Donnie Hansen, Johnny O’ and a crew of Indian Dunes celebrities clowned around with the DB editors. The factory bike at that time was called the “peanut tank” Honda and was nothing like the production machine. Some say the best year in the entire run of Honda CR250Rs was 1996. Even though that model wasn’t significantly changed, it was the end product of an accumulation of upgrades. McGrath had gone to Suzuki by that time, and so had Roger DeCoster—even though he was still writing stories for Dirt Bike. In 1991 the era of splash graphics was upon us. Honda didn’t go as gaudy as some other manufacturers. In 1993 DeCoster considered the frame too flexy; it would later be strengthened. Jeremy McGrath, on the other hand, loved the 1993’s turning ability and stuck with that geometry for years. 1997: Everything changed with the coming of aluminum. The 1997 Honda CR250R was a mindblower with its twinbeam aluminum frame based on technology Honda had gleaned from the superbike world. Not only was the frame new, the motor had a heavy re-do, and the bike was nothing like its predecessor. But it was like 1981 all over again. The bike was not well received. It was a very harsh-riding machine with a top-end motor. Only pro riders warmed to it, which sent Honda’s R&D team back to the drawing board immediately. For two years they could only make minor changes while a new frame was prepared. In this period, the Yamaha YZ250 hit its stride in most magazine tests. 2000: The second-generation aluminum frame finally arrived, and it ushered in another period when Honda was on top. It was the lightest and fastest, and even though some DB test riders of the time still preferred the Yamaha YZ250, it was a very close call. 2003: Once again, everything changed, and once again the Honda suffered a setback. The 2003 CR250R got a new motor with an electronic power valve. It looked good on the dyno, but that never translated to a good feel on the track. The Honda motor just felt sleepy. Power was an area where the Honda had long shined, but that would never be the case again. The frame and suspension, on the other hand, were excellent—basically not that different from the stuff on modern Honda four-strokes. After that, the writing was on the wall. There would be no further development of the CR250R, only minor updates. In the spirit of Soichiro Honda, the company made an announcement that it would make no more twostrokes after 2007; thus ending the greatest dynasty in the history of motocross. TODAY Even though the final years of the CR250R were not its best, the bikes still do well on the track. In the used-bike market, they have proven to be almost unbreakable. The electronic power valve was driven by an underpowered motor. On the works level, Honda quickly found out how to make the motor sing, but the change was never put into production. In 1996 the Honda had a cartridge Showa fork that was an industry high point for years. That same year the power valve was changed and was much more effective than the original “ATAK” valve. In 1997, 1998 and 1999, the Honda 250 was a super-rigid aluminum frame and a top-end motor. It was so harsh that the rest of the dirt bike world was slow to embrace aluminum as a frame material. By 2000, Honda had time to redesign the frame for more compliance. The next two years were golden for the CR250R. Those last models are still competitive, but the real prizes on the used market are the models from 2000 to 2002. They are like gold to savvy riders. Yet in classified ads, you commonly see them selling for around $1800. Going back a few years, the 1996 version is a keeper, although as with any 15-year-old bike, condition is more important than model year. You can find gems for under $1000. The new electronic power valve that was introduced in 2002 was never truly developed to reach its potential. By that time, Honda already considered the two-stroke to have run its course. As far as vintage and evolution racing is concerned, in each era, the Honda is near the top of the wanted list. But if those bikes have survived all these years in good shape, they will probably command a higher price than new bikes. Well-restored ’83 models bring about $5000, because they are pre disc brakes. Same goes for the 1978 to 1980 models because of their air-cooled engines. The grand prize, of course, is a CR250M. True 1973 models are exceedingly rare, but the kicker is that no one can tell the difference between a ’73 and a ’74; the frame numbers are continuous. It’s not unusual to see them bring $10,000. Will the CR250 ever return? There are whispers of a new two-stroke in the works at Honda. We’re not surprised—almost everything is in the works somewhere at Honda. But if it comes, it won’t be a CR250. It will be something else. Membership in the dirt bike icon club is very exclusive. Bob Hannah claims his fastest years were on the works Hondas of the early and mid-’80s. In those years, the Honda race team was devastating under the leadership of Dave Arnold and Roger DeCoster. A new case-reed, electric power valve motor was unveiled in 2002. It was so advanced that Honda engineers figured they could turn to the CRF450R development and not worry with two-strokes for a long, long time. They were right, but not in the way they expected. The end came in 2007. The last CR250R was good, but it didn’t go out on top. The bike can be competitive in the right hands and with the right mods. The post LIFE AND TIMES OF THE HONDA CR250R appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Our 2026 250 Shootout is all wrapped up. This year we concentrated on the 250 off-road bikes–actually the 250 closed-course cross country racers. The Honda CRF250RX, Kawasaki KX250X, KTM 250XC-F, Triumph TF250-C and Yamaha YZ250FX are all very closely related to the motocross bikes. In fact, the manufacturers only change a handful of items to rebrand these bikes as off-road racers. Below, there’s a comparison of the features that might or might not be different depending on the brand. Honda CRF250RX Kawasaki KX250X KTM 250XC-F Triumph TF250-C Yamaha YZ250FX Gearbox 5-speed CR 5-speed CR 6-speed WR 5-speed CR 6-speed WR Mapping Off-road MX MX MX Off-road Fuel Capacity 2.1 gal. 1.6 gal. 2.2 gal. 2.2 gal. 2.0 gal. Suspension Off-road Off-road Off-road Off-road Off-road Rear wheel 18-inch 18-inch 18-inch 18-inch 18-inch Handguards Yes No Yes Yes No Skidplate Yes No Yes Yes Yes Kickstand Yes Yes Yes Yes Yes Chain O-ring O-ring O-ring O-ring O-ring Tires Dunlop AT81 Dunlop AT81 Dunlop AT82 Dunlop AT82 Dunlop MX33 The gearboxes are a very big deal to change, but for racing, it’s never been a clear-cut advantage to have a wide-ratio six-speed. It simply depends where you go riding or racing. To give you an idea of how different the gearboxes are, we did the match to show theoretical speed in gears. This isn’t observed speed (it’s unlikely that any of them can reach redline in top gear), but it does illustrate the gaps between gear ratios. Comparative gear ratios Calculated speed at 12,500 rpm Honda CRF250RX Kawasaki KX250X KTM 250XC-F Triumph TF250-C Yamaha YZ250FX First 35.2 mph 36.7 mph 31.4 mph 35.6 mph 31.3 mph Second 42.1 mph 45.2 mph 42.5 mph 43.8 mph 41.19 Third 52.4 mph 53.0 mph 55.1 mph 60.0 mph 51.3 mph Fourth 62.1 mph 61.7 mph 67.4 mph 64.4 mph 65.3 mph Fifth 72.7 mph 73.0 mph 79.7 mph 73.6 mph 78.0 mph Sixth — — 94.0 mph — 91.6 mph We also weigh each bike with the fuel tank drained. On a side note, we always have some rocket scientist asking why we drain the fuel out– “You can’t ride them without gas!” It’s a little painful to explain something that should be obvious. We want to be able to compare the motorcycles with the variables removed. Otherwise, you learn nothing. WEIGHT Honda CRF250RX weight without fuel–229 lb. Kawasaki KX250X weight without fuel–236 lb. KTM 250XC-F weight without fuel–233 lb. Triumph TF250-C weight without fuel–228 lb Yamaha YZ250FX weight without fuel–234 lb. PRICES Honda CRF250RX: $8699 Kawasaki KX250X: $9199 KTM 250XC-F: $11,149 Triumph TF250-C: $9695 Yamaha YZ250FX: $9099 As for the dyno numbers, here they are, fresh from Pro Circuit. The first chart has them all together. After that we have each broken out separately with peak numbers listed. If that’s enough numbers for you, we understand. Next week the video will be out with our thoughts on each bike. The full test will appear in the May 2026 print edition of Dirt Bike. See you next time! –Ron Lawson The post 2026 250 OFF-ROAD BIKES ON THE DYNO–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Hunter Lawrence extended his lead in the 2026 Monster Energy Supercross series with another win, this time in Birmingham, Alabama. Eli Tomac admitted that he didn’t have anything for Hunter this week, eventually finishing third behind Ken Roczen. The 250 class held its first East/West Showdown, and to no one’s surprise, Haiden Deegan was the fastest rider. He got a mid-field start and had to pass all the front runners from both sides of the country, including East points leader Cole Davies. After the checkered flag, however, it was ruled that Deegan had crossed from one lane to the other in a split section of the track. That resulted in a one-position penalty and Cole Davies was declared the winner. For extended coverage of the 2026 Supercross season click here.  450 MAIN 1. Hunter Lawrence 2. Ken Roczen 3. Eli Tomac 4. Justin Cooper 5. Malcolm Stewart 6. Cooper Webb 7. Jorge Prado (HS) 8. Colt Nichols 9. Jordon Smith 10. Garrett Marchbanks 11. Justin Hill 12. Shane McElrath 13. Vince Friese 14. Grant Harlan 15. Mitchell Harrison 16. Freddie Noren 17. Christian Craig 18. Justin Bogle 19. Cole Thompson 20. Kevin Moranz 21. Aaron Plessinger 22. Cade Clason 250 EASTWEST SHOWDOWN 1. Cole Davies 2. Haiden Deegan 3. Seth Hammaker 4. Jo Shimoda 5. Levi Kitchen (HS) 6. Daxton Bennick 7. Max Anstie 8. Max Vohland 9. Coty Schock 10. Nate Thrasher 11. Devin Simonson 12. Hunter Yoder 13. Caden Dudney 14. Dilan Schwartz 15. Lux Turner 16. Joshua Varize 17. Henry Miller 18. Nicholas Romano 19. Ryder DiFrancesco 20. Crockett Myers 21. Pierce Brown 22. Cullin Park 450 HEAT 1 1. Cooper Webb (HS) 2. Hunter Lawrence 3. Malcolm Stewart 4. Christian Craig 5. Garrett Marchbanks 6. Jordon Smith 7. Grant Harlan 8. Justin Hill 9. Kevin Moranz 10. Cade Clason 11. John Short IV 12. Justin Starling 13. Scott Meshey 14. Dayton Briggs 15. Freddie Noren 16. Collin Allen 17. Cory Carsten 18. Scotty Wennerstrom 19. Cheyenne Harmon 20. Anthony Rodriguez 450 HEAT TWO 1. Ken Roczen 2. Jorge Prado 3. Aaron Plessinger 4. Colt Nichols 5. Shane McElrath 6. Justin Bogle 7. Justin Cooper (HS) 8. Vince Friese 9. Cole Thompson 10. Mitchell Harrison 11. Tristan Lane 12. Jeremy Hand 13. Jared Lesher 14. Zack Williams 15. Eli Tomac 16. Lane Shaw 17. Carter Stephenson 18. Logan Leitzel 19. Carter Biese 20. Preston Taylor 250 WEST HEAT 1. Haiden Deegan 2. Max Anstie 3. Max Vohland (HS) 4. Ryder DiFrancesco 5. Levi Kitchen 6. Hunter Yoder 7. Lux Turner 8. Dilan Schwartz 9. Joshua Varize 10. Avery Long 11. Parker Ross 12. Justin Rodbell 13. Crockett Myers 14. Hunter Schlosser 15. Reven Gordon 16. Keegan Rowley 17. Brandon Ray 18. Ayden Shive 19. Preston Masciangelo 20. Justin Aragaki 250 EAST HEAT 1. Cole Davies 2. Seth Hammaker (HS) 3. Nate Thrasher 4. Jo Shimoda 5. Daxton Bennick 6. Coty Schock 7. Devin Simonson 8. Cullin Park 9. Henry Miller 10. Nicholas Romano 11. Caden Dudney 12. Pierce Brown 13. Izaih Clark 14. Luke Neese 15. Derek Kelley 16. Ryder Floyd 17. Evan Ferry 18. Marshal Weltin 19. CJ Benard 20. Luke Clout 450 STANDINGS 1. Hunter Lawrence 221 2. Eli Tomac 212 3. Ken Roczen 190 4. Cooper Webb 187 5. Justin Cooper 158 6. Joey Savatgy 125 7. Chase Sexton 122 8. Malcolm Stewart 107 9. Jorge Prado 104 10. Aaron Plessinger 99 11. Justin Hill 95 12. Dylan Ferrandis 87 13. Christian Craig 86 14. Jason Anderson 84 15. Colt Nichols 81 16. Shane McElrath 77 17. Garrett Marchbanks 59 18. Vince Friese 50 19. R.J. Hampshire 38 20. Mitchell Harrison 37 21. Jordon Smith 32 22. Grant Harlan 31 23. Kevin Moranz 21 24. Austin Forkner 16 25. Freddie Noren12 26. Cole Thompson 10 27. Mitchell Oldenburg 10 28. Tristan Lane 6 29. Ty Masterpool 4 30. Justin Bogle 4 31. Josh Cartwright 4 32. Scott Meshey 1 33. Justin Barcia 1 34. Ryan Breece 1 250 WEST STANDINGS 1. Haiden Deegan 165 2. Max Anstie 123 3. Levi Kitchen 118 4. Ryder DiFrancesco 110 5. Michael Mosiman 107 6. Max Vohland 106 7. Cameron Mcadoo 97 8. Hunter Yoder 84 9. Parker Ross 70 10. Joshua Varize 62 11. Carson Mumford 60 12. Avery Long 58 13. Lux Turner 56 14. Dilan Schwartz 44 250 EAST STANDINGS 1. Cole Davies 89 2. Seth Hammaker 83 3. Jo Shimoda 80 4. Daxton Bennick 71 5. Pierce Brown 63 6. Coty Schock 59 7. Devin Simonson 54 8. Nate Thrasher 50 9. Cullin Park 40 10. Caden Dudney 34 11. Jalek Swoll 27 12. Derek Kelley 26 13. Kyle Peters 22 14. Henry Miller 21 The post 2026 BIRMINGHAM SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

You don’t have to tell anyone anything. When you’re on a GPX, people will ask a bunch of questions. They start with “What’s that?” and usually include “Isn’t that a new Spanish bike?” Notice that the question includes the preferred answer. You don’t have to say, “No, this is a really cheap Chinese bike.” That would be a social faux pas and might forever ban you from the cool-guy group. No, it’s not Spanish. The GPX is made in China and imported by USA Motortoys up in Utah. We understand why people are confused. The GPX looks very European, which is why it gets confused with Rieju. It looks even more like a 2022 KTM 300XC; in fact, you could go as far as to say it’s a copy of a pre-fuel-injection KTM two-stroke. The most enticing feature of the GPX remains its price: $6999 including tariff. It has a 300cc case-reed motor with a counterbalancer, and it’s housed in a steel frame. But, we have to give the GPX guys credit. The 2026 version has new bodywork that no longer screams KTM. It’s a truly good-looking bike with excellent fit and finish, and it’s showing early signs of developing its own identity. The price is still the biggest attraction of all. It comes in under $7000 despite all the noise about tariffs. CULTURAL EVOLUTION Last year we tested the GPX TSE300R, which was so KTM-like, it even had no-link rear suspension. Now it has a new frame with conventional linkage suspension and an “L” suffix to point that out. It’s also showing evidence of some in-house testing and development. Beyond the new chassis and bodywork, there is a long list of changes, including a new exhaust system, a more powerful battery, tool-less seat removal, a bigger lithium battery, a brighter headlight and a new digital odometer that looks like a video game when you turn it on. The suspension components are still made in China by SZC. The fork is fully adjustable (including preload), and the triple clamps, hubs and footpegs are beautifully machined from billet. The brakes are made by SZC as well, and the clutch is hydraulic—all very Brembo-like in appearance. The tires are Cordial semi-gummies. It has handguards, a full skid plate, and lighting that gets it halfway to being street-ready in some states. It has high and low beams, plus an operational brake light and a keyed ignition. It’s not legitimately street-legal or approved by the EPA, so calm down. The states that allow you to license a well-trained bison will give you a license plate, just like always, and then let local law enforcement deal with equipment violations. The GPX just needs turn indicators to pass a superficial roadside inspection. The GPX TSE300L might have started off as a KTM knockoff, but it’s now developing its own identity. The fit and finish are excellent and rival anything from Austria or Japan. MOVING RIGHT ALONG Last year we were amazed at the finish and the quality of all the individual parts. It was, however, a somewhat skin-deep veneer of quality. It ran like a two-stroke from the ’80s. The power was sleepy down low, followed by an abrupt, brief hit. Then it was done. Now, the power starts much earlier and has a smoother transition to the midrange. On top, it’s not the fastest bike in the world, but it’s certainly not slow. We discovered that last year’s bike benefited from power-valve tuning. The GPX motor not only looks like a pre-injection KTM two-stroke, it has many of the same design features, like an adjustable power valve. In the KTM world, there are endless blogs with tips on how to adjust your power valve. In truth, almost any adjustment away from the standard setting makes the bike run worse. It’s not that way with the GPX. The adjuster on the right side of the motor might or might not be in the optimal position as delivered. It’s up to you to find the right setting. Ours was very close this year, but ran better with a half turn clockwise. Your results may vary. A pre-fuel-injection KTM motor provided the inspiration for the GPX motor. How does it compare to other twostrokes? It’s not far off a Yamaha YZ250X, but with a softer, smoother power delivery. The GPX has less power in the midrange, but similar low end and over-rev. The GPX also has super-clean jetting from the Chinesemade Nibbi PWK carburetor—maybe a little too clean and lean. It never misses a beat or needs to clean out. When you put it under a load, you can hear some mild detonation. If we were to take it racing, we would richen it up a little; Nibbi jets aren’t that hard to find online. Another big improvement is the suspension. The fork, especially, is pretty good on the trail. It’s soft enough to deal with rocks and ruts but still doesn’t dive or bottom. The rear is a little harsh, but some of that impression is exacerbated by a very stiff seat. You have to keep in mind that the GPX is a trail bike, and the harder you ride it, the more that becomes apparent. The rear suspension needs tinkering for almost every type of terrain. We gave it more rebound damping and less compression and were happy with moderate trail speed. We’re not quite sure where to go beyond that, but don’t expect big gains. It simply isn’t that far off to start with. Same goes for overall handling; there’s nothing that far out of the ordinary to complain about. We wouldn’t be surprised if the GPX frame geometry is identical to that of the KTM. It turns well and is reasonably stable. It does feel a little heavy in tight turns and on steep downhills. That impression is backed up by the numbers. On our scale, the GPX is 245 pounds without fuel. It gained a little weight compared to last year’s no-linkage model. Without fuel, the TSE300L comes in a little porky at 245 pounds on our scale. THE BALANCE SHEET In quality and performance, the GPX is completely legit. So what do you give up? It’s all about little details. As mentioned, the seat is stiff and is also thin, making for a tight rider position. The throttle spring is stiff, the hydraulic-clutch master cylinder bottoms out internally before the lever hits the bars, and shifting is stiff. We didn’t especially care for the tires or brakes, the exhaust is loud, and even though the footpegs look nice, they are narrow and don’t grip well. But, on the other hand, you get a bunch of extras that are usually aftermarket items. It has front and rear rescue straps, a disc guard and tie-down grommets. Besides all that, the lower shock clevis has three mounting holes that allow you to adjust the seat height. With all that, there’s no denying that the GPX is a good product at a great price with no hidden traps. In the past, bikes from mainland Asia often had false value, requiring investment after the initial purchase that negated the low MSRP. That’s not the case here. You can ride the TSE300L without spending a dime beyond the purchase price. The bottom line is that the GPX is a much better bike than it was this time a year ago. It will probably be even better by this time next year. How you deal with the social ramifications is up to you. The post FULL TEST–2026 GPX 300cc TWO-STROKE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Honda made major changes to the CRF250R last year, and Jo Shimoda picked up right where the Lawrence brothers left off—winning championships. For 2026, Honda wasn’t taking any chances, so they left almost everything exactly the same, adopting the philosophy, “If it ain’t broke, don’t fix it.” The retail price tag did get a slight increase, but the CRF250R still remains one of the least expensive machines in the 250 class. The styling reminds us of the iconic 1980s Hondas, and we like it. THE GOODS Honda has been very vocal that the entire race ream has been extremely involved in the testing and development of their competition bike platforms. Former factory racer Trey Canard has been a huge part of the development process for the changes made to last year’s CRF250R model. Most of the focus revolved around the handling and, more specifically, increasing overall stability at higher speeds to improve rider confidence. Honda changed a shocking 70 percent of the individual frame pieces, redesigning them with increased rigidity in most areas while moving the mounting location of the subframe towards the rear of the bike in hopes of isolating outside forces. The subframe also features an increase in lateral rigidity. Honda didn’t stop there; they changed rigidity specifications on the steering stem, triple clamps, outer fork tubes and front axle, all to match the other chassis updates. Test rider Jared Hicks at the controls of the 2026 Honda CRF250R. With so many changes to the chassis, Honda reworked the Showa suspension components as well. Up front, the fork received a new spring rate and internal valving. Out back, the old, multi-piece, shock-linkage design was replaced with a new one-piece structure with a new rising-rate ratio designed to decrease pitching and improve bottoming resistance. The shock was also updated with a new spring, reservoir, shock shaft and oil seal. Since Honda introduced the DOHC-designed 250cc engine back in 2019, it has gone back and forth a couple of times from being a top-end screamer that lacks bottom end to a bottom-to-midrange sweet spot that lacks revs on top. In hopes of finding an increase in the performance department, Honda made big changes to the intake and airbox configurations by increasing the overall flow. The side panels feature large vent holes, and the air filter got a redesign as well. A handlebar-mounted switch allows the rider to change mapping on the fly, use traction control and turn the bike off. Internally, the engine components received no major changes, but like the intake, the exhaust system now features a straighter, smoother design throughout to maximize airflow. A left-hand-side handlebar-mounted switch allows on-the-fly access to three different pre-programmed maps, traction control and a kill switch. Unfortunately, Honda still does not offer smartphone connectivity like some of the other manufacturers. Honda was so proud of their styling redesign last year that they kept everything the same for 2026, with the bodywork featuring flatter surfaces for larger rider contact points to prevent snagging of boots or clothing. Now in its second year, the ’80s throwback style is starting to grow on us. The DOHC engine makes good, usable power down low and in the midrange, making it easy to ride for a wide variety of riders. Expert-level riders might want more up top. OUR TAKE The 2026 CRF250R engine characteristics makes it easy to ride down low and in the midrange, but it does trail behind other bikes like the KTM and Kawasaki in performance on the top end. However, Jo Shimoda has proven with his platform wins that it isn’t all about top-end power. The handlebar-mounted switch gives three mapping options: standard, mild and aggressive. Most of our test riders prefer the aggressive map for its increased midrange performance. At 223 pounds without fuel, the CRF250R is one of the lightest bikes in the 250 class—the Triumph TF250-X is 1 pound lighter. Handling-wise, the new-generation CRF250R platform excels at turning. We found during testing that adjusting the fork height down in the clamps to 3mm makes the tubes almost flush, while running the sag between 103mm–108mm noticeably improved handling and stability. The CRF250R remains one of the lighter bikes in the 250 class at 223 pounds without fuel. This is in part due to the Pirelli Scorpion MX32 tires and the use of the smaller 100/90/19 rear tire size, while other manufacturers utilize a slightly larger 110/90/19-size Dunlop or Bridgestone. However, we do believe a larger rear-tire size would benefit the Honda. The rigidity changes made to the frame, subframe, linkage and Showa suspension components have removed much of the previous harshness complaints associated with the previous generation’s chassis while also improving stability at higher speeds. Overall, the 2026 Honda CRF250R is enjoyable and easy to ride, with its only real limitation being that it’s slightly down in peak power compared to some bikes in its class. But, this is an issue mainly for expert-level riders. For most others, its torque and light weight make it a top choice that suits the majority of riders. The post FULL TEST: 2026 HONDA CRF250R appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We love it when a big package comes in the mail. Last month we got a big box that said Sherco 250SEF on the side. Sherco is a fairly young company out of Nimes, France that had perfectly awful timing. The company’s presence in the ‘States has coincided with recessions, pandemics and periods of truly weird international trade relations. Importers have come and gone, but 2026 marks a new start with a new importer and a fairly optimistic view of the future. James Jordan and Sherco U.S. took over the job last July and is starting fresh. What separates the 250SEF from virtually every other 250 four-stroke on the market is that it did not start life as a motocross bike. The off-road 250s from KTM, Husqvarna, GasGas, Yamaha, Honda, Kawasaki and even Triumph all started with full-race competition bikes, then received changes deemed necessary for the closed-course competition off-road market. Sherco had no motocross line to kick-start the process, so the 250SEF was designed from scratch. It’s also a premium model, meaning that it comes with just about all the parts that off-road guys generally install after the purchase. That includes a cooling fan, an AXP skid plate, a coolant catch tank, an LED headlight and handguards. The bike also has a fuel tank that is slightly larger than most other off-road bikes: 2.6 gallons. This has been a tough season for anyone bringing motorcycles to the U.S. The current MSRP for the Sherco 250SEF is $12,090, but the picture is changing rapidly. In Europe, this is seen as a premium “Factory” edition because of the KYB suspension, Excel rims, Akropovich exhaust and other upgrade parts, but in the U.S. this is the primary model. Sherco has no major updates for the 250SEF this year, although it received a major revamp in 2025. At that time it lost weight through a systematic redesign of parts that included a new frame, subframe, engine mounts, linkage and radiators. Even the wiring harness was streamlined. Weight had been a major target of criticism, and by addressing that issue, Sherco brought the bike more inline with other off-road 250s. On our scale, the 2026 model is 233 without fuel. For comparison, a Yamaha WR250F has a very similar list of accessories and is about 4 pounds heavier. Sherco also redesigned the airbox, bodywork and all the plastic components. Virtually all other 250 four-stroke off-road bikes started life as motocrossers. The Sherco was designed as an off-road bike from scratch. As a whole, 250cc four-strokes have smooth power already, but the Sherco takes it to the next level. There’s no jerkiness down low. Engine braking is minimal and there’s virtually no danger of stalling no matter how slow you go. Sherco made its name with trials bikes and two-strokes, so the company’s priorities are clear to see. As you progress into the midrange, the power is soft compared to 250cc motocross bikes. If you want to go fast, you have to rev it. On top, it catches up but don’t expect it to win any matches based on sheer horsepower. That’s not the 250SEF’s strength. If, however, you can lure your victims into a tight canyon, now you’re in the Sherco’s wheelhouse. Not only does the motor’s smooth nature work well, but the overall handling is nimble without being nervous. The Sherco goes where you point it, but rarely over reacts. In suspension set-up, there’s a fine line that must be navigated between racing and trail riding. Sherco leaned into the racing side of that divide, but knew not to go too far. The 250SEF is cushy enough to suck up bigger rocks and roots, but is no marshmallow. It won’t give you the ultra plush ride of a dedicated trail bike, and it can roll around on top of smaller rocks. In the past, U.S. riders have been slow to jump on the Sherco bandwagon. We get it; the company has had a very spotty presence in the U.S and at $12,090, the 250SEF is priced at the high end of a very pricey market. It is, however, unquestionably a premium product. There isn’t a single part or accessory on the bike that isn’t the very best available. Sherco is making a fresh start in America for 2026 with a new importer. The 250SEF remains a dedicated off-road bike for the true enduro purist. A GATHERING OF EAGLES Gunnar Lindstrom is Dirt Bike Magazine royalty. After he was on the first U.S. Motocross des Nations team and after he won the Daytona Supercross, he was the editor of Dirt Bike. That lasted a couple of years before he moved on to work in American Honda’s engineering department. This Eagle 250 is serial number 001. Last week he dropped by with a few friends and their American Eagle motorcycles. What’s an American Eagle you ask? It’s a fascinating story. Back in the early ‘70s an English company called Sprite headed by Frank Hipkin wanted into the motocross market and attempted to buy Husqvarna motors to put into their own frames. Husqvarna said no, so they promptly built copies of Husky motors themselves. Galaxy Wholesale brought the bikes into the U.S. under the name American Eagle. Their first factory rider was none other than Brad Lackey. Gunnar is putting together a feature for an upcoming print edition of Dirt Bike. An American Eagle 405 similar to the one Brad Lackey raced. EARLY SUPERCROSS Back in the ‘70s shooting Supercross was every photographer’s worst nightmare. The stadiums were much too dark for the film of the day. The late Tom Corley was one of those early photographers and he didn’t mind experimentation. At the L.A. Coliseum in 1976 he captured this image of Tony DiStefano with his medium format wedding camera. Well done, Tom. FROM THE WAYBACK FILE Honda EXP2 Also in the Dirt Bike archives is this photo of the Honda EXP-2 from the mid ‘90s. At the time, Honda still believed in the future of the two-stroke, and this was a significant effort to pass upcoming emission standards. It used fuel-injection and a computer controlled powervalve to make a much cleaner burn than other two-strokes of the era. Unfortunately, the standards that were to come were even more stringent and the EXP-2 never reached production. LATEST JAY CLARK CREATION Jay Clark is in the project bike business. he builds some very cool bikes. This one, for example is a Yamaha YZ450FX that he reconfigured for trail riding. That’s none other than Mark Tilley making dirt fly. It will be featured in the May, 2026 print edition of Dirt Bike. See you next time! –Ron Lawson The post RIDING THE SHERCO 250SEF: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM has finally released the 2026 1390 Super Adventure R and it’s kinda crazy. It makes 173 horsepower and produces 145 Nm of torque. We got to ride it for three days in the mountains surrounding Southern California and learned that crazy isn’t such a bad thing. KTM has provided a long list of sophisticated electronic aids to make all that horsepower useable and fun. Here’s what we learned.  The post KTM 1390 SUPER ADVENTURE R VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Charles and the mXrevival crew are in what we like to call their OEM era right now. On this week’s 2-Stroke Tuesday we take look at his most recent 2003 KX250 build. Charles was inspired by Kawasaki and the early ‘2000s Pro Circuit Kawasaki race team with his graphics direction and the crew at Decal Works brought it all to life. Weston Pieck and the crew at RG3 Factory Suspension in Idaho handle all the suspension needs on this build with a complete rebuild and topped it off with some amazing specialty coatings. The Factory pipe is built by HGS exhaust using proprietary specifications from the crew at Bud Racing to increase bottom-end response and increase overall performance. The engine was completely rebuild using All Balls products internally, then it went back together a Boyesen Rad Valve and a Phathead was added to increase performance with new fasteners from Botl Motorcycle Hardware. Just FYI the current KTM Ride Engineering billet aluminum bar mount system bolts right up to the 2003 KX250 clamps allowing of the use 1 1/8 size handlebars. The post 2003 KAWASAKI KX250 MXREVIVAL STYLE : TWO-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We caught a first look at the 2026 Moto Morini X-Cape 1200 over a year ago at the AIMExpo in Las Vegas, and now, the all-new Italian adventure touring mount has landed in the U.S. Powered by a 1187cc 87° V-twin with a claimed 129 hp and 78.2 lb-ft torque, it promises to deliver an exciting ride. And if it’s anything like its X-Cape 700 sibling, will be a silky-smooth ride on the highway with a good amount of off-road capability to boot. The 2026 X-Cape 1200 is the flagship in the Moto Morini adventure lineup, which also includes the X-Cape 700 and the all-new Vettore 450, and it will retail for $12,999. Looking forward to getting our hands on one of these soon. The following is from Moto Morini. The legendary Corsa Corta V-Twin engine developed by Franco Lambertini in 2005 has been brought back to life with the same gusto, reliability, and modern day technology. We dropped the V2 EVO into a maximum performance adventure machine, loaded with power, rider aid tech, and long distance comfort. The X-Cape 1200 is for riders that demand the most from their adventure bike. A host of electronics enhance your ride, with 5 power modes, lean angle traction control, cruise control, and cornering ABS. Riding comfort is optimized via heated seats and handle grips along with a height adjustable windscreen and premium ergonomics. The X-Cape 1200 exhibits Moto Morini’s tradition of unique Italian styling and exceptional engineering. The post MOTO MORINI ANNOUNCES 2026 X-CAPE 1200 HAS ARRIVED appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Island Invasion GP at Lake Havasu took place over the weekend, round 3 of the 2026 WORCS Racing Series calendar. The race itself included some new elements, including a joker lane for Sunday’s pro motos. It brought an interesting twist to the action, but in the end, the familiar faces prevailed. Dare DeMartile ended the day on top in the Pro 450 class, marking his first win of the season. Mason Semmens finished a close second, and maintains his position at the top of the series points. The final podium position went to Justin Hoeft who finished ahead of Tyler Lynn in fourth and Giacomo Redondi in fifth. Lynn grabbed the holeshot and led the early going, laying down the quickest lap time of the race. Still recovering from a wrist injury suffered earlier in the season, the rough Havasu course left Lynn to manage his pace and salvage points at the Island Invasion GP. Demartile eventually took over the lead and churned out consistent laps en route to the finish. In the Pro 250 class, the rivalry between Sam Pretscherer and Cole Zeller carried on. Eventually it was Pretscherer with the win and Zeller fighting his way back up through the field after a few costly mistakes to claim second. Third place went to Noah Gordon ahead of Dustyn Davis and Kayden Lynn. In Women Pro, a new player has entered the field. Mikayla Nielsen rode to her first WORCS victory, besting defending champion Lauren Woods who finished second. Dana Raynor carded third ahead of Rachel Burton. Woods still sits atop the points after three rounds. WORCS Results The post 2026 HAVASU WORCS RACE RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The 3Bros Six Hours of Glen Helen took place this weekend with a familiar name in the top position. The team of Tyler Nicholson and Thomas Dunn dominated the event despite what the National Weather Service called an “Extreme Wind Event.” As Glen Helen regulars know, that means tie down your tents, wear goggles in the pits and stay low on all the jumps. Tyler Nicholson is definitely a Glen Helen regular and has earned wins in all the Glen Helen Endurance races; the 6, 10 and 24-Hour. The Ironman class has now grown large enough divide into two different waves. Of all the tough guys, Tony Durst was the toughest, completing 23 laps and finishing 11th overall. For full results by class, go to GlenHelen.com Tyler Nicholson and Thomas Dunn captured the Six Hours of Glen Helen. Again. OVERALL RESULTS 1st TYLER NICHOLSON 2nd SHANE O’DOR 3rd NICK STOVER 4th TROY ARMSTRONG 5th MAX LIEBERMAN 6th DYLAN DELGADO 7th WILL DUTTON 8th TRIUMPH TODD DAVIS 9th ISAAC HODGES 10th PIPER CARVER-COONS 11th TONY DURST JR 12th RICARDO MUNOZ 13th KRISTOFER KRISTJANSSON 14th JON RICE 15th GRANT MORTON 16th DYLAN SIMINOFF 17th KYLE PETHERS 18th AUSTIN WADE 19th ZAC LUCE 20th MADDY WEBER 21st NICK COMOUCHE 22nd OSKAR KRISTJANSSON 23rd ZANE FRISK 24th STEVEN VALENZUELA 25th LUKE AUSTIN 26th KEVIN JANSEN 27th JASON KLEMENTS 28th CURRY BRYAN 29th BRYAN LONGFELLOW 30th BROCK DONALDSON 31st ED LOWENBERG 32nd DENNIS STAPLETON 33rd CHAD HADSALL 34th AUSTIN ALARCON 35th BAD LARRY 36th ETHIN PERRAULT 37th TANNER MORRIS 38th JOSHUA FOUT 39th NIKOLAS GIBSON 40th JASON SPINA 41st LINCOLN FRAZIER 42nd CURTIS MORGAN 43rd TOMMY LUHRS 44th LOGAN TYLER 45th BRADLEY OLSEN 46th JACOB SCOTT 47th PETER BAUER 48th MAT NIELSON 49th RYAN MUSHRUSH 50th RYAN MIDDLETON 51st CORBIN NELSON 52nd JACE PETRALIA 53rd NOAH VANDER WEERD 54th GABI ABAYOV 55th DAVID STEIN 56th AUSTIN BOTT 57th FREDDY ARRIAGA 58th ANDREW MCNEIL 59th PARKER LEESE 60th JAMES WILLIAMS 61st CHANCE AMES 62nd FABRICE LE DET 63rd TODD FITHIAN 64th RYAN MCKEE 65th DERRIK DUNNE 66th RON LAWSON 67th JEREMY STOUT 68th DUSTIN VANVUGT 69th TIMOTHY DEPUE 70th ADRIAN RIVERAMELO 71st ETHAN MJELDE 72nd TODD MOORE 73rd BRANDON WOOD 74th TIM CRAIG 75th BETA KC AGNEW 76th CHRIS PACKWOOD 77th TREVOR STOUT 78th PARKER DEGOLLADO 79th SEAN KEELING 80th GUNNER LUCE 81st JEREMY TRASK 82nd BAD LARRY JR. 83rd RUSSELL CONNER 84th ERNESTO FLORES 85th NICHOLAS JOHNSON 86th TATE SARRIE 87th RYAN NORTON DNF LAURENT POUPONNOT DNS BILLY ELLITHORPE DNS REUBEN FIGUEROA DNS NICK HENSEL DNS JEREMY IRELAND DNS RILEY IRELAND DNS JAN ZEISEL DQ TYLER WEST 91st NOAH INEICHEN 92nd MATTHEW YARNELL 93rd MIKE HUBER 94th JACOB BARGY 95th ELIJAH ROSENCRANS 96th THOMAS HADDAD 97th CRAIG WILLIAMS 98th SHANE GANTER 99th MICHAEL GANTT 100th AUSTIN MONZON 101st NICHOLAS BAZANOS 102nd TRAVIS BROWN 103rd ADAM CLEMENTS 104th LAMONT DUSSEAU 105th DOMINIC WENK 106th CARTER BROOKS 107th AUBREE MITCHELL 108th JIMMY RIVERS 109th JOHN UNDERDOWN 110th STEVEN KIRBY 111th CURTIS ROBERSON 112th XAVIER ORTEGA 113th AIDAN MCKEVITT 114th JARED NICHOLS 115th TROY HART 116th ZANDER PATTTON 117th KYLIE HART The post 2026 SIX HOURS OF GLEN HELEN RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Hunter Lawrence earned his second career 450 Supercross win at Indy this weekend and continues to cling to the red plate of the points leaders despite continued pressure from Eli Tomac. It was a triple crown event combining the scores of three shortened main events, and Lawrence’s 2-4-1 score was good enough to edge out Tomac’s 3-2-2 performance. In the 250 class, no one could match Cole Davies. For extended coverage of the 2026 Supercross season click here.  450 RESULTS 1. Hunter Lawrence 2 – 4 – 1 2. Eli Tomac 3 – 2 – 2 3. Cooper Webb 4 – 3 – 4 4. Justin Cooper 5 – 1 – 5 5. Ken Roczen 1 – 10 – 3 6. Jorge Prado 6 – 6 – 6 7. Malcolm Stewart 9 – 7 – 7 8. Christian Craig 10 – 8 – 10 9. Joey Savatgy 7 – 5 – 19 10. Shane McElrath 12 – 11 – 9 11. Jordon Smith 11 – 14 – 8 12. Justin Hill 13 – 13 – 11 13. Vince Friese 15 – 15 – 12 14. Garrett Marchbanks 20 – 9 – 13 15. Grant Harlan 14 – 19 – 15 16. Mitchell Harrison 18 – 16 – 16 17. Colt Nichols 19 – 12 – 20 18. Kevin Moranz 17 – 17 – 18 19. Aaron Plessinger 8 – 22 – 22 20. Freddie Noren 21 – 18 – 14 21. Cole Thompson 16 – 21 – 21 22. Tristan Lane 22 – 20 – 17 250 RESULTS 1. Cole Davies 1 – 1- 1 2. Jo Shimoda 2 – 2 – 3 3. Seth Hammaker 3 – 9 – 2 4. Daxton Bennick 4 – 4 – 7 5. Pierce Brown 10 – 3 – 4 6. Devin Simonson 7 – 6 – 6 7. Coty Schock 6 – 5 – 9 8. Jalek Swoll 9 – 7 – 5 9. Cullin Park 8 – 8 – 10 10. Nate Thrasher 5 – 11 – 11 11. Derek Kelley 14 – 10 – 8 12. Kyle Peters 12 – 12 – 16 13. Izaih Clark 13 – 17 – 13 14. Luke Neese 15 – 13 – 17 15. Leum Oehlhof 16 – 16 – 14 16. Luke Clout 19 – 15 – 15 17. Caden Dudney 20 – 19 – 12 18. Marshal Weltin 21 – 14 – 20 19. Gavin Towers 11 – 22 – 22 20. Evan Ferry 18 – 20 – 18 21. CJ Benard 22 – 18 – 19 22. Valentin Guillod 17 – 21 – 21 The post 2026 INDY SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи