MotoFactory

FIM ISDE 6-DAYS ENDURO SPAIN DAY 3 | ROCK JUMP, TIRE & CLUTCH CHANGES, USA CLOSES GAP In the World Trophy team standings, France extends their lead by eleven seconds over Spain. Despite rumors of an injured wrist to Spain’s Sergio Navarro, the host nation builds their own advantage over the United States to fifty two seconds at the close of day three. Australia and Czech Republic round out the top five World Trophy standings. WORLD TROPHY TEAM STANDINGS 1. FRA 2. ESP +7:07 3. USA +7:15 4. AUS +17:00 5. CZE +24:59 JUNIOR TROPHY TEAM STANDINGS 1. SWE 2. FRA +2:08 3. USA +8:05 4. AUS +9:05 5. ESP +13:56 WOMAN TROPHY TEAM STANDINGS 1. USA 2. AUS +3:34 3. SWE +12:24 4. FRA +23:02 5. ESP +40:27 Sponsors of this content: Acerbis Scott Goggles Scotts Performance InnTech 2024 SPAIN ISDE 6-DAY // FULL COVERAGE The post 2024 ISDE SPAIN DAY 3 | ROCK JUMP, TIRE & CLUTCH CHANGES, USA CLOSES GAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2024 ISDE SPAIN DAY 2 INDIVIDUAL & TEAM RESULTS Garcia and Holcombe battle once again! Day 2 of the 2024 ISDE in Galiçia, Spain a relatively uneventful day for the riders who aren’t previous EnduroGP champions. After more than 37 minutes of racing on the same six special tests that the riders faced yesterday, the battle between Steve Holcombe and Josep Garcia raged on. Holcombe would take three of the six special tests on Day 2, as well as the outright day victory over Garcia by less than two seconds. Garcia in his own right would capture two special test victories on the day. Throwing his hat into the conversation of test winners would be Hugo Blanjoue, of France. With a narrow margin of .13 seconds, the Honda rider would become just the third special test winner after two days of racing. 2024 SPAIN ISDE 6-DAY // FULL COVERAGE American Trophy team rider, Josh Toth leads the team in overall classification sitting in 12 after day 2. When it was all said and done, Holcombe would take the day win over Garcia, with Italian Junior Trophy rider Kevin Cristino, taking third overall honors for the day. Fourth on the afternoon was France’s Theo Espinasse, with Italy World Trophy rider Matteo Cavallo rounding out the top five. In a surprise result, Belgium’s Antoine Magain took sixth overall honors for the day, ahead of France’s Leo Le Quere. Day 1 Junior winner, Max Ahlin of Sweden finished eighth, ahead of top American rider, Junior, Grant Davis. Rounding out the top ten overall would be Blanjoue, 1:11.67 off the pace of Holcombe. Josh Toth would match his race number with a twelfth overall finish for the day, Dante Oliveira would take 18th overall for the second day of racing, with Cody Barnes in 27th. Johnny Girroir would finish 31st while rookie Jason Tino would return to Parc Ferme with a 49th overall finish. Grant Davis may be a Junior World Trophy rider but he is showcasing his skills be being the first American in the overall standing and 9th overall. Individually for the Junior classification, it was Cristino, followed by Ahlin and Davis for the top three spots. Fourth was Sweden’s Albin Norrbin, with Italy’s Manolo Morettini rounding out the top five. France’s Antoine Alix was sixth ahead of Australia’s Gus Riordan. The final rider of the Swedish trio, Axel Semb would take eighth with the other two Frenchman Leo Joyon and Thibault Giraudon rounding out the top ten. Mateo Oliveira and Jason Tino were 16th and 19th in Junior classification. Australian native Josh Strang sits in 23rd overall. At the end of Day 2, it was Brandy Richards taking her second straight outright day win via four special test victories to close out the day. New Zealand’s Rachael Archer would claim second on Day 2 with two special test wins of her own, just under 27 seconds behind Richards. Spanish native Mireia Badia claimed third ahead of Australia’s Tayla Jones, and Italy’s Francesca Nocera. Jessica Gardiner of Australia was sixth ahead of American Rachel Gutish. Canada’s top scoring ride for the day would be Shelby Turner in eighth with Sweden’s Hedvig Malm snagging ninth ahead of USA’s Ava Silvestri. Day 2 Team Results // ISDE Spain Cody Bares sits 26th overall after day 2. ISDE World Trophy 1. France 2. Spain +4:14.00 3. USA +4:54.42 4. Australia +12:06.05 5. Czech +8:53.82 ISDE Junior World Trophy 1. Sweden 2. France +1:30.98 3. USA +4:25.70 4. Australia +5:28.63 5. Spain +9:15.38 Women World Trophy 1. USA 2. Australia +3:29.32 3. Sweden +6:45.32 4. France +16:35.32 5. Spain +26:00.91 DAY 2 VIDEO COVERAGE OF ISDE SPAIN IN THE MUD Sponsors of this content: Acerbis Scott Goggles Scotts Performance InnTech 2024 SPAIN ISDE 6-DAY // FULL COVERAGE The post 2024 ISDE SPAIN DAY 2 TEAM RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

A 500cc Gas Gas motocross bike, no way, thats not possible! Charles from mxRevival and Riley at BRC Racing Canada; “Here hold my beer!” Just when we think we have seen it all, something comes along that surprises us and makes us just stand back and enjoy the finished product. On this week’s Two-Stroke Tuesday Charles gives everyone the first look at his completed Gas Gas MC500 appropriately named “HELFYRE”. Below are some words and images directly from the builder himself. What started out as a meek MC250 has now fully transformed into a massive MC500 using one of BRC racing’s incredible 500cc drop-in engine kits. What’s really special about this conversion, in our case, (and aside from you guys being able to win it) is that we were able to not only double the engine displacement- but the BRC kit also allowed us to keep a counter-balance & exhaust valve equipped engine, and add electric start to this once “kick-only” Gas Gas model. Just look at the size of that engine! It took up every last bit of real estate the Gas Gas chassis had to offer. With big power, it’s not a bad idea to upgrade your suspension, brakes & drive too. We made sure to reach out to Brandon at AHM Factory Services for our air-fork delete on HELFYRE. Brandon not only custom anodized the stock fork tubes & shock body gold, but they also DLC coated all of our lower shafts. Perhaps most importantly, AHM fully converted the guts of these once AER air forks with the holy grail of suspension internals – complete Yamaha KYB / SSS components now take the place of the not-so-loved air cartridge. Good riddance! The boys at Dirt Tricks supplied their super trick black zinc’d rotors, as well as one of their indestructible “Elite Kits” comprised of chain & front / rear sprockets. A must when you’re talking 500 power! Tony at Elite Moto Factory made sure your front sprocket ain’t coming off either with a little Factory Sauce! DeCal Works absolutely crushed it in the looks department. They hooked mXrevival up with a custom seat cover, never before seen decal for FMF pipes (that you guys can get now too!) and not one – but TWO completely different sets of plastics and graphics for HELFYRE. We made one set to taunt Justin Barcia into riding this beast (he still hasn’t called us back) & we’re calling the second, all red kit “HELMODE”. Of course, building a $35,000 dirt bike means that there are literally countless details we can’t cover here. So be sure to check out the latest mXrevival YouTube video for the full HELFYRE reveal. We give away MX parts in every single episode. You can also enter to win HELFYRE via www.mXrevival.com. Wrapping up, stay tuned for an upcoming article on HELFYRE in Dirt Bike Magazine! And don’t let us catch you slippin’ without a subscription either! We might have to make that a mandatory requirement to win HELFYRE. Huge “thank you” to all who support & best of luck to Dirt Bike Mag’s amazing readers & subscribers! -Charles // mXrevival The post HELFYRE GAS GAS MC500 PROJECT BY MXREVIVAL : 2-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

FIM ISDE SPAIN 2024 | Best of Day 2 – Six Days of Enduro The action intensifies on Day 2 of the 2024 FIM International Six Days of Enduro (ISDE) in Spain! Watch the best highlights as Team USA pushes through tough terrain, challenging stages, and fierce competition. Get an inside look at the top moments, rider performances, and key battles that made Day 2 one for the books. Day 2 results will be coming shortly. Sponsors of this content: Acerbis Scott Goggles Scotts Performance InnTech 2024 SPAIN ISDE 6-DAY // FULL COVERAGE The post FIM ISDE SPAIN 2024 | Best of Day 2 – Six Days of Enduro appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Slavens Racing AMA EnduroCross Series presented by Progressive Insurance visited the Broadmoor World Arena in Colorado Springs, Colorado, this weekend, for round one of its six-round series where Redbull FMF/KTM Factory Racing’s Trystan Hart took a big step towards defending his 2023 title by claiming the overall win. Hart posted a runaway victory in the first race and followed that up with a pair of runner-up spots to claim the overall win with a total of five points. Triumph Factory rider, Jonny Walker, of Great Britain, the 2022 EnduroCross champion, was second overall with a total of 11 points after posting a 7-3-1 finish, while FactoryONE Sherco’s Cooper Abbott was third overall with 13 points with his 4-3-6 tally. Trystan Hart To kick off the evening, Dominic Olszowy of Poland, posted the fastest time during the Hot Lap qualifying on his factory Rieju with a time of 32.782 seconds to set the starting order for the first of three motos. Five-time EnduroCross Champion, Husqvarna Factory Racing’s Colton Haaker followed with a 32.783, while Hart was third-fastest with a time of 32.863. Walker was fourth (34.017 seconds), with Walker fifth (34.187) Hart capitalized on a great start, squeezing by Olszowy in the first turn to take a lead he would never relinquish in race one, lapping his way up past fifth place by the finish. Olszowy kept Hart honest by sticking to the KTM rider’s rear wheel until the halfway mark of the race, eventually finishing second, with Haaker rounding out the top three. Abbott was fourth with Factory Beta rider Max Gerston in fifth. The second moto inverts the sixteen riders’ finish positions from race one to establish gate picks, meaning the top eight riders from race one start on the second row. Starting from the back, Abbott was the first of the top riders to make a move, passing into fourth position soon after the start. He was soon followed by Walker, who took the lead from Abbott a lap later, wanting to make amends for his seventh-place finish in the first race. Haaker went down on lap two, dropping out of the top five, while Hart struggled at mid-pack trying to get around slower riders. By lap four, Hart had moved his way up into third and set his sights first on Olszowy and then on Abbott. On the final lap, Hart made an inside move on Abbott to secure the runner-up slot, with Walker taking the win at the checkers, followed by Hart, Abbott, Riordan and Gerston. Walker wasted no time taking the lead in the third and final race, grabbing a clean holeshot and leading the pack into the opening lap, followed by Rockstar Husqvarna Factory’s Ryder LeBlond and Hart. Halfway into the race, LeBlond put a pass on Walker when the Triumph rider spun on a rock. LeBlond rode a smooth and steady race for the final few laps to take the win, followed by Hart in second and Walker in third. Riordan was fourth with Gerston in fifth. Cooper Abbott. Photo by Jax Jackson After one round, Hart leads the series standings with 30 points, followed by Walker with 25 and Abbott with 21. The Slavens Racing AMA EnduroCross Series presented by Progressive Insurance resumes on October 19th at Findlay Toyota Center in Prescott Valley, Arizona. For more information on the series please go to www.endurocross.com. COLORADO EX PRO CLASS OVERALL RESULTS 1. Trystan Hart (KTM) 1-2-2 2. Jonny Walker (Tri) 7-1-3 3. Cooper Abbott (Shr) 4-3-6 4. Will Riordan (GG) 6-4-4 5. Max Gerston (Bet) 5-5-5 6. Colton Haaker (Hsq) 3-6-8 7. Dominik Olszowy (Rie) 2-10-7 8. Ryder LeBlond (Hsq) 8-13-1 9. Tim Apolle (Bet) 12-8-9 10. Anthony Johnson (KTM) 14-7-10 The post 2024 ENDUROCROSS ROUND 1 RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Preface: Not many American dirt bike riders know the name Highland. It was a genuine American motorcycle company brought to life through the sheer tenacity of Swedish engineer Mats Malmberg. Its roots were in a Swedish engine developer by the name of Folan. Mats took their prototype V-twin to eventually build a motorcycle company in the heartland of the U.S. Along the way, there were twists and turns that led through various chapters that included one in China and another in the original Husqvarna factory in Sweden. The whole saga ended in a fiery tragedy in 2010. Gunnar Lindstrom put together a detailed account of the story for the Swedish Magazine Race, where it appeared in three consecutive issues. He translated the saga for print in the October, 2024 issue of Dirt Bike. Due to space limitations, we could only print the final chapters. Here is the story in its entirety. Michael Leib test rode the prototype Highland 450 MX bike for Dirt Bike Magazine in 2009. THE START IN AMERICA During 1994, a small group of engineers in California started work on a new type of Adventure bike that used the Folan V2 engine. They had just finished a year-long job at the ATK brand in Utah, where they designed several different new models with Rotax engines. But that job was over and the group decided to start a new project in California with the promising Folan engine. Power and weight were outstanding, all that was needed was a suitable chassis. Components were easy to find in California and the guys had the experience and contacts in the industry that were needed. Through a combination of investing their own time plus some financiers, it was started in the spring of 1994. A bike was built during the summer and during the test period, improvements and modifications were discussed directly with Folan. That’s when everything came around a completely new, largely untested engine design. It was originally intended to call the bike Excelsior, but the name was already taken, it had existed as a motorcycle brand since 1910, so the gang decided to take the name MCM, for Motorcycle Costa Mesa, the place where the workshop was located. They wanted to show the bike at the annual MC show in Cologne, so that it would generate good publicity in Europe, but everything was state-of-the-art and the coffers were small. The group then decided to disassemble the bike and take it as luggage on the plane. The frame fit in a bag intended for pedal bikes, the motor in another and finally they brought everything to Cologne although they had to pay for extra weight on the plane. Through contacts, they were allowed to display the bike in a corner of the American Pavilion. The bike and its performance attracted a lot of attention at the show and many were interested to see a more refined variant; it was, after all, a first prototype. Back home in Los Angeles, the search began for financiers to build a small production run. It costs money to buy all the components, get a room to work in and so on. But finding financiers proved difficult, no one wanted to pitch in. Not only was it risky, it would take a long time before the money came back in the best case. Attempts were even made in Sweden, where Ronneby showed some interest, unemployment in Blekinge was a problem, but the negotiations ended up in the sand The MCM group realized that by then they had run out of leads to financiers and the project faced an uncertain future. Mats Malmberg MATS MALMBERG GROWING UP Mats Malmberg was a farm boy from the Sävsjö region. Even as a child he proved to be a talent on two wheels, he started riding motocross in Vrigstad in the 80cc class, before switching up to bigger bikes. A back injury later caused him to switch to the speedway in Vetlanda, where he drove several matches in the elite series. For a while he co-owned a Husqvarna Forest and Garden shop in Sävsjö and was later also part of Palles Suzuki. But ambitions were all along to create their own motorcycle of some kind. With a friend he had often sketched different types of motorcycles, which he thought from the looks of them were cool horses. THE HIGHLAND CONCEPT STARTS One day in the late autumn of 1994, a person stuck his head in the door of the MCM workshop in California and shouted: “Is there anyone who speaks Swedish here?” There was, of course, and thus MGM began the discussion with Mats Malmberg. Mats had probably seen the bike at the MC show in Cologne earlier that year and the engine was well known in Sweden, where it had been introduced several years earlier. The MCM bike was close to the ideal Mats had envisioned; light and agile, with high power. He had caught wind of what was going on with the MCM dilemma and had soon snooped around where the MCM group was staying. An agreement was made, where Mats could take over the MCM concept, but the prototype bike would stay within the MCM group. Mats returned to Sävsjö, Sweden to plan for the next move. Mats knew the city council and he persuaded the officers of the municipality to supply a grant to start up the business, which he described as the assembly and sale of an already complete and finished motorcycle. He had with him a simple Power Point presentation with images of the MCM bike, to which he now had full rights. It was a finished bike, he said, just to manufacture and sell, and that would mean jobs for the area. What could be better for the municipality? Mats had the ability to sell his project and overcome all counterarguments. The calculations in this case showed that a production of 1000 bicycles per year would make it all work and that was the plan that he presented to the municipality. Of course, it took some time, but after a while he had received his approval. Mats showed that he really had the gift of storytelling. In 2008, Highland showed its new 450 motor and stainless steel frame at the Indianapolis trade show. At that time, the plan was to market the bikes under the ATK name. THE FIRST HIGHLAND BIKE IS MANUFACTURED–BUT IN LOS ANGELES As soon as Mats got access to money, it was decided that a couple of new prototypes, called the Outback models, would be manufactured in California, which would then be sent to Sweden as models of what would be manufactured. These two bikes were manufactured in a workshop in the Los Angeles area during 1995 and at the end of the year they were ready to be sent to Sweden together with fixtures, tools and drawing materials. Part of the year was partly devoted to all the paperwork required to start a new company, and partly to engine development, test riding and tests of components. The two Californian prototypes were used extensively as test beds for new parts and for experimentation. Late in the fall of 1996, Mats decided to register for the Milan show. Since there was no new bike yet, it was one of the prototypes that was shown. Everything was last minute, so much so that the bike was put together in the bus on the way down through Europe to Italy. The show was an annual event, and the contacts there were invaluable. KTM was one of the factories that saw possibilities with both engine and frame on the Highland bike, and in return Highland could negotiate to buy various components, such as WP suspension. But also all the other parts that were needed, for the rest of the bike, were represented in Milan. There were component manufacturers from all over the world, contacts were made and agreements were signed. Distributors who wanted to sell Highland motorcycles in different countries also met at these shows. They were the industry’s lifeline. THE FOLAN ENGINE REQUIRES A BIG EFFORT Back home, work continued on building one complete bike and it was the engine that still required the most time and work. The first problem was the starter motor drive, which was easily bent. If the engine backfired, and it happened often, the drive was damaged. Vibration levels that were acceptable on a racing bike were not okay for a street bike. The carburetor arrangement was also worked on a lot. The engine originally had a single carburetor, but it was difficult to get both cylinders to work smoothly under acceleration. Two worked better, but of course were more complicated and cost more. Space under the tank was another problem. Fuel injection was still in its infancy, it took another five years before this got an acceptable solution. The Folan engine was a good concept, but needed a big effort to be ready for sale to customers who had high demands. When the premises on Källebegsvägen in Vrigstad were ready, in the summer of 1997, everything was moved there. There, work was intensified to get it ready for sale. The single cylinder bike came later. FIRST REAL HIGHLAND BIKE The first real Highland prototype was shown at the Milan show in 1997. Interest was high, both within the industry and among the general public. A slim V-twin engine of 100 horsepower and with a total weight of just under 130 kilograms, was impressive data. At home, work was now more focused on putting together an assembly line. The plans were gigantic; 1,000 motorcycles per year would eventually be manufactured, it was promised. Just a few parts were made in house by Highland. In some cases, subcontractors were involved, often abroad, which made the whole process complicated and time-consuming. The build list contained almost 1000 different components, the engine and gearbox more than 250 parts. Everything from valves and pistons to gearbox gears and electrical systems, would be bought in and assembled into a complete bike in Vrigstad. All large parts, such as a complete tank or a frame, down to the smallest details washers and nuts, were in a database that contained part numbers. prices and not least delivery time from order. These parts would need to be documented in some way with a drawing or a photo, and some kind of part number that could be stored digitally. One problem was the small numbers ordered of each part in the beginning, which meant that the subcontractors were not very willing to compromise if changes or price adjustments were needed. Assembling a motorcycle might seem simple, but it quickly becomes complicated as soon as the number rises to two, five or a thousand. And if only a single part is missing, the whole assembly stops. In the best case, the bike can be set aside and completed later–if there is room in the factory, that is. Planning for production is not for the faint of heart or those who struggle to see the big picture. FINALLY READY TO PRODUCE In March 1998, after two years of feverish work, they finally finished prototypes and decided to show the first bikes at the factory. Ten people were employed in the company and these were not beginners in the industry. Mats had employed people who had expertise in various areas such as purchasing, planning, inventory control and engine assembly. Marketing and sales mostly took care of Mat’s soul. At the prototype stage the frames had come complete from the Californian supplier that MCM had used. Now the whole frame was made by a local supplier and they were delivered, painted and finished to Vrigstad. The fuel tank came from a supplier in southern Sweden and was manufactured in a rotary mold. The exhaust system came complete from Southern Europe. Before production and official sales could start, EU certification was required. The sound test was the most complicated and expensive part of this, and was carried out at an airport near Strängnäs. The fuel tank was not approved because the material was too porous and would sweat into the air, but a change to a better material solved that problem. There was great interest from many countries, but especially from Germany. A large part of the first bikes were also delivered there. But the bike was not ready for the autobahn, due to a misunderstanding with the piston manufacturer, a large number of the first bikes came back with cut pistons. The start could have been better. Many at the factory stated in retrospect that the engines were not suitable for the autobahn, but that they received a lot of praise in Sweden. Highland bought all rights to the engine from Folan and were now fully responsible for development, purchasing, machining, quality control, stocking and assembly. A designer moved from Folan to Highland and now spent all his time in Vrigstad keeping the blueprints up to date. New capital was brought in continuously, Mats was constantly looking for investors. In July of the same year, 14 people were employed, but financially the company did poorly, the financial statements showed a loss of SEK 10.8 million. According to an interview with the local newspaper, it was said that it was largely due to the problems with the Folan engines that they had bought and that Highland had now bought the rights to manufacture themselves. When the year 1998 came to an end, they had sold 16 motorcycles, significantly fewer than expected. OLYMPUS DIGITAL CAMERA PRODUCTION WILL WAIT The company was listed on the Aktietorget stock market and during 1999 it was supported heavily by the German market. After the slow start in 1998, they now got off to a better start when, despite financial problems, they sold approximately 110 bikes. But a combination of a lack of money for purchases and reduced demand meant that it didn’t work. A total of 120-130 motorcycles were manufactured in Vrigstad, most shipped to Germany. In August, the company laid off 12 of its 19 employees. The solution was to attract new investment of SEK 25 million, said Mats in a newspaper interview. The problem was finding those investors. In September 1999, the company applied for corporate restructuring, but the situation did not improve. By May, 2000 a bankruptcy auction was held where the majority of the company and the trademarks were bought by an Eksjö entrepreneur with the intention of moving production there. He did so, but it never came to fruition and by the autumn Mats Malmberg had bought back the company with the help of a new investor. That required the company to be moved to Skällinge, outside Varberg. The agreement with the Eksjö entrepreneur was that Mats would continue to lead the work in new premises, in Eksjö. Personnel from the time in Vrigstad were offered to continue and after a short break production would start. But Mats Malmberg and the new owner soon had different opinions. The reason for the problems and the poor financial result in Vrigstad, had been that the engine was not fully developed. Typical of Mats, he always had something going on. He was constantly looking for financiers, and that was his great talent. During the summer, he had also found people with the capital to buy off both the Highland name and all the inventory, including all the technical documentation. In the fall of 2000, Highland therefore moved into a former curtain factory in Skällinge, outside Varberg. That was a demand from the new investors, who at the same time took the name Nya Sweden Highland Motors AB. THE START IN SKALLINGE Before production and sales could start again, a major effort was needed to satisfy the new EU regulations that had come into effect, and also to correct the technical problems that previous customers experienced. Work began in early 2001 and it took almost two years, until November of 2002, before approval came. And there was a long list of items to be fixed: fuel injection system on all bikes, stronger starter motor drive, improved internal lubrication with pressurized crankshaft, modified clutch and pressure equalizer. With all this clear, the production of motorcycles was started in Skällinge during the early winter of 2003. The approval included a new model, the 950 Motard, with more road-oriented wheels and tires (17″ both rear and front), but which came with the same braking equipment as the Outback. Side panels were available in silver, gray metallic and the black finish was given a metallic look. Now it was important to get started with sales; there was no other source of income. But it was slow. Less than one bike per day was produced at the beginning of 2003. There was a general look at what was needed to increase and even out the production rate and one problem was that two identical bikes were rarely put together one after the other, which made parts purchasing difficult to plan. There were also continuous design changes. There was so much to do on the design side that another designer was hired in early 2003. Everything was now drawn on CAD, but when it came to new part numbers there was still a lot of work to do as the drawing changes were continuous. Prior to the start of production for the 2004 models, a small number of improvements were made. The designers had been busy designing new Nikasil-treated aluminum cylinders, improved the starting system with a slip clutch that provided protection against kickback and a stronger freewheel. Also a new injection system was developed. During this time, Mats handled all the paperwork which was needed for EU approval. He also handled marketing and sales through a part-time position. This continued largely unchanged in the following year, when the workforce had expanded to nine full-time and two part-time positions. Before the 2005 model year, a new, more restrictive exhaust was required from the EU. The exhaust system supplier was changed and a passive catalyst became standard. In connection with this, a new model was also developed. This was called the 950 Allroad, which got slightly lowered suspension and lower wheels (19″ front and 17″ rear). Highland also received approval for more powerful front brake, mainly for the 950 Motard. Production continued in Skällinge and a major relaunch took place at the Milan Show in September 2004, where the Outback as well as the Motard and Allroad were exhibited. Also, there was a Dirt Track model in race configuration, which was a loan from the USA. A side-by-side project was in the works at one point. HIGHLANDS AND CHINA Unfortunately, the sales of the Outback and Motard did not meet expectations. In the early summer of 2004, not even 100 bikes had been sold and the money had simply ran out. A large part of the force was therefore laid off during the summer. Once again, however, Mats had a solution in his back pocket. During the Milan Show, he came into contact with Luojia Northern Enterprises, from China, and began diligent negotiations there. He was barely visible in Highland’s booth during the entire show. Later in the autumn, the Chinese company visited Skällinge and a Joint Venture agreement was signed. The result was that Luojia would get the rights to manufacture the 950 Outback for the domestic market in China and Highland could buy components for both engine and chassis from both Luojia and their subcontractors at good prices. The money that Loujia paid to Highland was necessary to continue, and expand the Skällinge activities. Once again, then, Mats’ negotiation skills had saved Highland. Most of the workforce that had been laid off during the autumn were offered reemployment. On the development side at home in Skällinge, brake benches were now built. A specialist in combustion technology and fuel injection was hired to cope with both today’s and future years’ requirements on the exhaust side. As part of the agreement, ten Outbacks and Motards were shipped with a container to Luojia in China for demonstration, training and analysis. A first trip to China for the Swedes took place in November/December of the same year. Mats, a lawyer and two product specialists were on the trip, which went by flight from Copenhagen directly to Beijing and then, after many hours of waiting, on a domestic flight to Luangyong, where they were picked up by car. Luojia Northern Enterprises had a factory in the southeast part of the city, with a development workshop in an old hospital from the time of World War 2. Lots of brick, gray dust and stone stairs, as well as stall toilets. The workshop had foot-high thresholds. Mr. Ai, (Development Manager) Mr. Bai, (Middle Manager) and Mr Li were initially the closest contacts. The Chinese were always polite and had a hard time saying no. Almost everyone smoked and spoke a mushy English. Language got better over time but the smoking never stopped. After the final negotiations were completed, and a formal contract signed, one complete motorcycle was assembled, and a loose engine was prepared for testing on the dyno in Xi’an. The test center in Xi’an was state-owned, but Loujia Northern Enterprises was an old defense industry, so even though the tests were slow, the requirements were finally met. A lot of time had to be spent on getting the drawing material up to the desired standard. 3D-CAD was required, but much was still hand-drawn on planks. On the way home in December, the group stopped in Lintong for a visit to the Terracotta Army, and also dined on a meal with suspicious meat. The second trip in February 2005 was concentrated on updating the blueprints as well as finding sources for components such as screws, nuts and ball bearings, preferably locally, but also with a continued build of the motorcycles sent over. It was about bridging the differences in thinking and working methods. The Chinese were theoretically knowledgeable but fairly rigid, while the Swedes were more experienced and flexible. A problem in China was difficulty in answering questions about surface treatment of pistons, details in front forks and build-up of the nickel surface in the cylinder bores with the desired accuracy. ADVENTURES ON THE GREAT WALL OF CHINA In the fall of 2005, Mats and Highland were invited to participate in a fair and get-together in Yinchuan, Inner Mongolia. Most of China had limitations of 400cc and just under 30 horsepower, but autonomous provinces did not suffer from this and the fair therefore ended up in one. Outside the hotel, a local gang was seen riding Kawasaki ZX11, Honda Super Blackbird, Honda Fireblade and Yamaha V-Max. Just like at home, but Urban camo pants and enduro protection on the outside of the jacket were of course a little different. The fair was opened in monumental Chinese show long tables with delegates on podiums and pompous speeches before anything even happened. The off-road demonstration area for the public consisted of an open gravel area with lots of small bikes and a few advanced riders. During the fair, a desert race was run with a special test on, among other things, the Great Wall of China. Off-road competition with rough vehicles suited China well, but suited Highland less. Mats rode a Highland Outback with knobby tires. The Highland showed superior power, speed and handling, but was felled by a boiling engine several times. No win that time, but there were many contestants, a large number of spectators and brand representatives from Chinese industry, who were impressed. 2006 began with samples from China. Both material and dimensional accuracy were better than expected. Crank parts were completely of the same standard as Highland’s own production. Mats and a buyer made a side trip to Chongqing to evaluate more modern manufacturers of components. In addition, a load test of the Outback was organized on a local mountain road, with passengers to evaluate cooling improvement measures. A bit of Highland freedom in China, then, and a petrol price of two kroner per liter. The old development workshop was demolished, but the new workshop was as unsuitable as before. However, without thresholds. In 2006, a new management was also installed at Loujia Enterprises. The new group did not have the same enthusiasm for the Highland project but, as I said, the Chinese found it difficult to say no. In early 2007, instead, it was a series of reasons regarding the motorcycle’s design and quality that caused the project to be terminated. The new Sweden Highland Motors AB’s Joint Venture with Loujia Northern Enterprises was thus over until the summer of the same year, without a single bike being produced or sold in China. Despite this, Mats got to keep the money that the Chinese had invested. NEW ONE CYLINDER PROJECT At home in Sweden during the same period, 2005 to 2007, sales of the V-twin models had been sluggish, and since the agreement with China was that parts could soon be purchased at much better prices, they were put on the backburner. And when Mats now received Chinese money in Highland’s account, the long-awaited, and necessary, new single-cylinder 450 engine project could finally be started. That had been on the wish list for a long time. Since the cylinder head is the most expensive and critical part of a 4-stroke engine, it was first tried with a Highland Outback top on a KTM LC4. When that yielded good results, negotiations began with Folan to buy the rights to their single-cylinder S-100 engine. At the same time, Highland also bought rights and parts to a more compact S-105 engine, to later be able to have as a basis for a 250cc. Because now, as I said, there was money. However, a new cylinder head was required for the smaller cylinder diameter, which therefore had to be postponed. A future that never happened, so the 250 engine became nothing more than analysis and modeling of 3D drawing materials. When work began on the 450 enduro and supermoto rider Martin Lind was hired as test rider and developer, specifically for this bike. At the end of March 2005, the first 450 engine was test-started in a chassis built in Skällinge and at the same time a representative of Outokumpu Plåt came to visit, which was the start of the stainless frame for the single-cylinder engine. A design firm was also contacted, for the design of frame beams and body shape on this new version of frame. Mats had also started collaboration with the Arnhem University of Technology in the Netherlands and students were brought in for special work. They followed up the single-cylinder engine with a 350 model, which, however, was soon shelved for cost reasons. After the holidays in 2005, a second 450 chassis and engine was completed. They ventured out for a test on a stump farm. The engine lasted 20 minutes of hard driving before it crashed. The frame was the right size, but too soft around the steering head mount which extended the wheelbase. This was quickly reinforced before the next test. With improved finances from the China collaboration, layoffs ended and in 2005 a period of hiring followed instead, just as it looked in 2003. Personnel arrived to strengthen the testing operations, with runs on rolling country roads. To bolster purchasing and marketing, staff were hired, as well as a person to help with chassis development. During the spring, Mats put a lot of effort into expanding the dealer network in Europe. The UK was judged to be a big market, but the results were disappointing. Germany was still the biggest country, but the number of bikes sold there was small, at best five per month. During the 2005 Milan show, Highland re-exhibited the 950 Outback, Motard and Allroad, and also had the 450 in a cross version. And when one of the early Outback bikes was tested in the US, Mats had come into contact with a dirt track frame builder, who became interested in the engine. Mats had ridden speedway in the elite series. Highland had now received a custom test chassis, called the Street Tracker, for the 950 engine, which was brought to the show. However, some Street Trackers would never be produced. In any case, it was decided the design would be refreshed with more exclusive 950 components. The chassis got Marzocchi forks, an aluminum swingarm with an Ohlins shock and Braking Wave discs with four-piston calipers for the Motard model. Carbon-fiber silencers and black and gold anodized rims also spiced up the design But even though the bikes were now significantly better, after a huge effort to increase the performance and coolness of the 950 models, the reception was lukewarm. During 2005 to 2007, less than 150 units were sold. GAMBLING ON RACING The 450 models are still far from ready to be sold and would need investment to be competitive. The competition from the Japanese, and also from Husqvarna and KTM, was intense in the class and Highland was not ready to release the model too soon. But development and competition activities with the single-cylinder variants stopped taking over the company Both the 450 motor and the stainless frame were soon deemed safe enough for a competitive debut. And in 2006, Highland’s test rider Martin Lind competed in a Supermoto event in the Somme where he finished in a strong top 10 position. In June of the following year, a group including Mats himself took part in a local downhill race in Erzberg, Austria, where Highland filled the podium in the open class. And later that year, Martin Lind made the enduro premiere at the Ränneslättaloppet in Ekojo, where he finished seventh. After these positive results in 2006, the Highland group gave more emphasis to Motard racing, which was an expanding class. Next came a new injection system from Niru, with new throttle bodies and frame refinement. Ola Eitrém, who had been brought in as a factory rider, left Husqvarna and switched to Highland as soon as the bike could demonstrate operational reliability, and with impressive results. After seeing such favorable results with the 450, interest was taken to try the same parts on a 950 twin. With the two updated 35mm throttle bodies alone, 125 horsepower was achieved. The 450 showed 68.5 horsepower and the 505 had 73.5 hp on Highland’s admittedly optimistic dyno. The durability of the 450, 505 Motard engine was improving, so Mats and Highland decided to participate in both the 450 and Unlimited class in both Motard-SM and Enduro-SM. 2007 looked promising In this team for the single cylinder 450. But with poor sales of V -twin models, Highland’s cash chest was thinning. Over a decade ahead of the Stark Varg, Highland was working on an electric motocross bike. BACK TO THE USA – BUT MONEY IS NEEDED Mats had long had thoughts of a launch of Highland USA, a large market compared to Sweden and Europe. Ever since the first trip to California in 2004, when he first met MCM group, Mats had continuously visited the USA and there acquired a wide network of contacts. Five Outbacks had already been sent during the Vrigstad era and since then more to private buyers. With the marked improvements made to the 2005 model, interest were rekindled. Chase Bales was a person Mats had been in contact with since 2004. Bales was an Oklahoma businessman and motorcycle enthusiast who owned a 950 Outback, a model he thought would become popular in the United States. And he saw further possibilities with the single-cylinder 450. With Bale’s encouragement and financial support, in 2008 and 2009, a big investment was made in Motard racing in the USA. Mats wanted to ride the 450 and Martin Lind wanted to ride the 507 in the Unlimited class, where he aimed for gold. And 2009 saw several successes for Highland and Martin Lind, including SM gold and an eighth record in a regional competition in Fontana, California. But the money was pretty much gone. Competition costs money and the trips to the races were often partially paid for by others and by the riders themselves. Sales of the Highland 950 models during the spring and summer of 2006 had not met the expectations that had been set, despite all the improvements shown at the Milan show the year before. The newspaper MC-Nytt also made an extensive test trip to Norway, with excellent results, and afterwards wrote a positive article. But when it became clear that the China project was close to the ropes, Mats Malmberg set about picking up new business ideas again. He quite brazenly went straight to one of the board members of Husqvarna garden equipment and suggested that they buy back the Husqvarna Motorcycles brand name from BMW, as apparently the Germans were having problems with the development of a 450 enduro. Malmberg suggested renaming the Highland’s 450 Motard/Enduro/Cross to Husqvarna SM/FE/MX and that they should pursue development of both engine and frame together. This could become a Husqvarna product that helped strengthen the brand, which would benefit all their products, Mats said. Husqvarna was not interested in motorcycles, but they countered that an ATV was interesting for their Forest & Garden division. During the fall of 2006, component and cost analysis was done and the project was officially started in the winter of the same year, when Husqvarna formally contracted Highland for the development of a Husqvarna ATV. The idea was to use, largely unchanged, the Highlands 950 V-twin, something that later turned out to be completely wrong. A number of 4-wheelers of various makes were bought in and tested, and after test drives it was decided in consultation with Husqvarna’s project manager that the Honda 800 would be the benchmark. They put together a list of 30 points where Husqvarna’s ATV would be better than the competitor, or at least equal. Yamaha, Kawasaki and Bombardier were also examined and measurements were made on wheel suspensions and weights in particular. When they were driven, it was mostly as companion vehicles to Highland’s own tests, with the possibility of towing home in the event of a breakdown. Additional personnel were brought in for the four-wheel project, both in project management and construction. One of them was a student engineer from the Royal Institute of Technology in Stockholm, who worked on chassis assembly as a degree project. Justin Jones testing the Highland ATV. AN ALMOST NEW ENGINE A new variant of the 950cc engine was designed and the gearbox was sourced from Taiwan. The engine received the same geometry, cylinder angles, cylinder head and crankshaft dimensions as the Outback 950. However, it was equipped with double balance shafts, a HyVo cam chain and a stepless belt drive for the gearbox. Both lubrication and cooling systems were significantly increased in size. The collaboration with Arnheim University of Technology in the Netherlands continued with two new students. The original group had been working on a stainless swingarm, but it had to be abandoned because it became both clumsy and impractical. The new guys contributed with data analysis and strength calculations on the ATV frame. Husqvarna’s own technical knowledge soon came into use and many details were constructed in collaboration with, or under the supervision of, Husqvarna’s specialists. The same frame material as on the 450-motard was approved by Husqvarna for the frame and a first chassis was produced in Skällinge. Just before midsummer 2007, a first test machine rolled out in Skällinge. Highland was now completely focused on ATVs, but the distance between Skällinge and Husqvarna, about two hours by car, started to become a burden. Husqvarna expressed wishes that premises in the Jönköping/Huskvarna area would be better. Mats searched and in the autumn Highland moved the business to new premises, in the southern end of Jönköping. In the fall of 2007, the premises in Skällinge were therefore emptied and Highland had again found a new home. Once in Jönköping, the workforce of the ATV project was increased. The premises were larger, which meant that motorbikes and ATVs were divided and got their own departments, with their own storage areas. On the motorcycle side, however, it was basically just the racing side that was being developed. This was the end of the production of the Outback 950 and its various models. The last bike assembled had frame number 320. No 450 or 507cc bikes were sold and the 10-15 prototypes made were eventually all shipped to the US. Now it was full speed planning for a Husqvarna ATV instead. Husqvarna had a better contact network and higher prototyping capacity, which meant that castings and forging were now done significantly faster than before at Highland. Finishing was done in a fraction of the time it had taken previously. Also, making plastic prototypes at Husqvarna was quick and easy, both in terms of clean covers and panels, but also prototypes of functional parts such as air cleaners, CVT transmission housings and intake manifolds. A plastic intake manifold in SLS material was used on an early engine and tested for over 250 hours. Husqvarna began to demand a better and more uniform level of documentation, so training in their Catia CAD system was given to everyone in the project in the ATV department. Consultants were also brought in to Highland via Husqvarna and, among other things, the design was done by Husqvarna’s designers. Tools began to be produced. Casting tools for engine covers and housings were made as far as possible at Husqvarna’s suppliers, and forging tools for axles were made at subcontractors. Frame and chassis parts were required early on for prototypes and were manufactured for a long time in makeshift jigs, to capture the final adjustments. Aven Elektronik was developed and the entire electronics side was outsourced to Bosch, who were clearly more positive towards a customer like Husqvarna. Ignition and injection were added to Nira Control, in order to get the most modern system for emission reasons. Modern diode lights and electric servo for winch maneuvering were also incorporated. A number of prototypes were built, both with the modified 950 engine with belt drive, but also with the 450 engine which retained the standard gearbox. THE FINAL CHAPTERS For years, Mats Malmberg had planned to introduce Highland motorcycles to the United States under the name “ATK.” This was a well-known company and had an established network of dealers. The source of the initial funding for the move, however, had nothing to do with motorcycles. To stave off another Highland bankruptcy, they had taken on the job of developing an ATV for Husqvarna—not the motorcycle company, which was owned by BMW at the time, but the lawn and gardening firm in Sweden. The plan was for ATVs to be manufactured in Sweden using the Highland engines, while motorcycles were to be built in Utah using the same engines. Unfortunately, the collaboration broke down. Husqvarna eventually realized that the engine technology that Highland would contribute was unsuitable for an ATV application. The Highland engines were more racing oriented and never intended for a utility machine with four-wheel drive. Husqvarna thus decided to buy out the ATV project from Highland. OLYMPUS DIGITAL CAMERA LIFE AFTER HUSQVARNA After Husqvarna canceled the ATV project, Mats Malmberg was no longer tied to Sweden. With new money from a generous settlement and with the encouragement of Oklahoma businessman and motorcycle enthusiast Chase Bales, he immediately began to plan a move to the United States and also restart the development of the 450 bike that had been left behind due to lack of resources. At the end of 2007, several motorcycles had been prepared and sent to ATK outside Salt Lake City. These were exhibited at the motorcycle trade show in Indianapolis in February 2008. There were not only Highland bikes with ATK on the tank, but also other self-made or purchased bikes, which were said to be “Made in USA.” A large and well-planned effort had been made by both Highland and ATK to prepare for the Indianapolis show, and an agreement was signed there by Chase Bales to underwrite the operation. But, Bales soon changed his plans and now wanted to run Highland with Mats from Tulsa using the facilities, contacts and investors he had in his network. At Bale’s initiative, the deal with ATK was scuttled, causing sour feelings in Utah. Beginning in the summer of 2008, all activity was now focused on moving Highland to Tulsa, Oklahoma, rather than Salt Lake City. The partnership with Bales took off in 2008, and Oklahoma then served as Highland’s U.S. base. Both Supermoto and enduro versions were tested with a new injection control from Niram Corp. and in-house production of rolling-slide throttle bodies in machined-aluminum housings. The big investment in racing in the USA continued in 2009. Mats himself wanted to race, and Martin Lind, who was an accomplished racer, wanted to ride Supermoto in the Unlimited class. In the beginning, several spare engines were needed in each discipline due to the breakdowns that they suffered. But, in 2009, the engines proved capable of surviving entire race weekends, and Martin was able to take a Supermoto gold. In the fall of 2009, the final two containers and later several separate pallets of items were shipped from Sweden to Bales’ hometown of Tulsa. Attempts to sell the 950 engine to other companies were ongoing, and in June 2009, TGB in Taiwan sent three ATV chassis for testing to determine if the 950 engine could be used as a power source. That project eventually ran aground. TWO CULTURES MEET During the autumn of 2009, planning was feverishly carried out for the move from Jönköping to Tulsa. Everyone who remained at Highland after the Husqvarna project ended was offered the opportunity to move with them. Mats himself was all in with constant phone calls and e-mails to Chase Bales to prepare for the rest of the force. The Malmberg family moved in late autumn of 2009, and the rest of the Swedes who took up the offer would follow soon after. Work operations were first set up in suburban Bixby, where they would share an office and workshop with Millennial Development, one of Chase Bales’ other companies. Millennial Development had an advanced electric motor, which could also be used as a generator, and there was even an attempt at collaborating on an electric bike. The first thing that struck the visitors from Sweden when they were picked up at the airport were all the big cars and pickups with V8 engines. Cars of all different sizes were loaned out freely within the Highland group. Mats drove around a Chevy Silverado Crew Cab with custom wheels. Extra automobiles seemed to be everywhere, so personal transport was never a major problem. At the end of February, an unusual blizzard devastated the entire Tulsa area, and the Swedes’ winter driving skills were appreciated, even admired, when Tulsa was at a standstill. Martin took the company’s Dodge pickup truck and performed a magnificent broadslide, on purpose, on one of Tulsa’s two twistiest streets. It was witnessed by the local police, but they were satisfied after he explained where he came from. The Swedes quickly got used to local food, as well as Mexican spices, once they figured out how to order. Lunch was usually at Mario’s Pizza or at a Mexican restaurant. Then, on Swedish flag day, there were meatballs at the home of a local family. Midsummer celebration, a big event for Swedes, became an even bigger event at Mats’ house. Mats turned 40 in 2009, and that year was celebrated with pomp and circumstance by Chase. He got a semi-automatic hunting rifle as a gift, but as a Swedish hunter, he did not really trust the American firearm when he later went on a hunting trip to Canada. After about half a day’s pursuit he felled a bear, but which weapon he used was never told. Flying was also of great interest, so with the help of a local instructor, both Mats and Martin began to learn to fly. Mark Tilley testing the Highland Outback. A NEW DEALER NETWORK As a parallel track to off-road bikes, the construction of an ATV MX quad, with a frame from the stock Cannondale and a 450 superbike for road racing, began. Brake and suspension equipment were borrowed from a Yamaha R1. Above all, Highland now needed a network of dealers, because without sales, no business succeeds. However, the job of acquiring one is both time and cost-consuming, as they had experienced in Sweden. Chase and Mats agreed on a new sales plan, where the customers specified and ordered exactly the configuration of the vehicle they wanted on Highland’s website. Engine, frame, wheels, suspension, degree of trim, colors, et cetera were ordered online. When prototypes for all models were ready, everything was set up outside the premises for a group photo. There were all the motorcycles, a quad racer and 26 employees. Of course, no one could know at the time that this would be the last photo taken of Mats’ life work. By March 2010, Highland had moved into the premises in Glenpool and set up a factory there. Production quantities and models for 2011 were decided at the same time. The plan was to move most manufacturing to the USA. While some engine parts were cast in Sweden, other things could be manufactured in the USA with a shorter delivery time. Suppliers of pistons and cylinder liners, clutches, gearboxes and other more standardized engine components were sought out. From a marketing point of view it was important that a “Made in USA” tag line be used as much as possible. At the same time, a new stainless frame was created for a more modern adventure bike model. The idea was that the Street Tracker would come next, then a new 950 and finally the racer. Highland also had thoughts of a two-seater side-by-side. A prototype was built by installing a 950cc engine into an existing purchased chassis. A large stock of Cannondale components was brought in from ATK, primarily for the ATV project. Cannondale had been a mistake of enormous proportions, and there were parts for chassis and engines to be found for very little money. Mats started looking at another new building for engine development and a dyno. At the end of May 2010, they expected that the premises would be ready, so Highland planned an open house, partly for industry representatives, but also for potential customers and nearby residents who had expressed doubts about their new neighbor. An MX course was even built adjacent to the factory. The open house was a very popular event, both within the industry and locally, despite being met with some hesitation from people beforehand. The weather was brilliant, and the motocross course was well used. From those who had the chance to test ride during the event, there were only good reviews. It got a little tougher when the more professional test riders from the American motorcycle magazines got to grips with the bikes. By then, other competitors had refined their products over a 10-year period, and Highland’s machines were not as well finished. Dirt Bike Magazine wrote that nothing had improved since the bikes were originally shown earlier in the year. That was probably true. At Christmas, Martin was behind in his planning, and a V-twin with a new intake took more time to complete than calculated. Once it was ready for test riding in July, Mats set off across the yard with a wide grin. His comment afterwards was, “This is how the 950 should have been from the beginning!” It was the last time he sat on a motorcycle. The next morning he was going on a business trip to Michigan. Mats Malmberg and Chase Bales at the Highland warehouse. This photo is dated July 9, 2010, one day before the tragedy that took their lives. DISASTER IN THE HEARTLAND By July, the start of assembly was fully planned but not yet financed. Mats and Chase would therefore fly up to Pontiac, Michigan, to secure the last money there. They took Damian Riddoch with them, who was the financial manager for U.S. Highland. Chase Bales had a Cessna 410, a twin-engine, six-seat private plane, which he used extensively for business travel. The trip from Tulsa to Pontiac went well and took about three hours, but on the way back the plane crashed on approach to Tulsa International Airport, a few miles short of the runway. All three perished. The official reason listed by the NTSB was fuel shortage. This was a Friday evening around 11:30 p.m., July 10, 2010, and it didn’t take long for the news to spread. Just after midnight there was a knock on the door at the home of one of the Highland group. The plane had apparently crashed in one of the only wooded areas around Tulsa, just north of the airport, but nothing seemed real that evening. Several employees went to inform Mats’ and Chase’s families. The idea was to then go to the office where people could gather as the information became available. They tried to get a handle on the situation, but this was beyond anything anyone had ever experienced. Several people were already there, and the atmosphere was subdued to say the least. Nobody said much. Someone put coffee on. A couple of the guys went to the engine assembly department and started working. Yes, we’re still here, and there’s not much else to do today, they thought. Slowly, the office, factory and field outside the entrance filled up, and it became obvious how many people were touched by the tragedy. Two companies, just making plans to put a product into production, had lost their management. Chase was not only the CEO of U.S. Highland, but also for Millennial Development. Damian was finance manager for the entire organization, as well as mechanical designer at Millennial. And Mats was CEO of Sweden’s last motorcycle manufacturer, the man who had managed to keep it afloat against all odds for more than a decade in Sweden and the U.S. Moreover, in an instant, 10 children had lost their fathers. As the day wore on and everyone realized that the future would have to be replanned, they slowly headed home, each one separately. It was just as well; no one was in the mood for small talk. THE END OF HIGHLAND The following week, a memorial service was planned at a funeral home in Bixby, one mile from the factory. The Oklahoma Highway Patrol offered to help along the route so that Highland bikes could be ridden in procession to the chapel despite their lack of mufflers, lights, license plates and proper tires. The Highway Patrol blocked access along the route for the procession. The employees simply took everything that was rideable. On the way home, many of the bikes were loaded into trucks and trailers so as not to burden traffic for a second time. The Swedish group made a difficult decision to return to Sweden, where they attended Mats’ funeral. It took place at the end of August in Barkeryd’s church, not far from the city of Sävsjö. But, no one wanted the business in Tulsa to stop. Therefore, Martin Lind returned after the funeral, and under his leadership with the help of more than 20 employees, the launch of the new bikes was again tackled. Originally, plans had been to sell 700 units of the 2011 models and then double that for 2012. But, after only a couple of months, it was clear that too much of Highland was lost with Mats Malmberg and Chase Bales. Highland’s new board decided to continue operations in Tulsa under new American management, while the design group would work from a new company in Sweden under the leadership of Martin Lind. The new company was called “Rollox,” located in southern Sweden. They secured the rights to production tooling and all drawings. They would supply certain parts from Sweden, such as castings, suspension and other components. U.S. Highland in Tulsa would manufacture and purchase all other parts and handle the assembly, marketing, and sales of complete bikes. In the spring of 2011, they concentrated on the single-cylinder 450. But, it never came to fruition, and it’s questionable if any bikes were ever produced and sold. After an aborted attempt to order 50 single-cylinder engine kits a year later, U.S. Highland shut its doors forever. In November 2013, the saga of the last American dirt bike quietly came to an end. The post THE TRUE STORY OF HIGHLAND MOTORCYCLES appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2024 ISDE SPAIN DAY 1 INDIVIDUAL & TEAM RESULTS As Day 1 of the 2024 NOCO International Six Days of Enduro ends here in Galiçia, Spain, while many of the predicted storylines coming in came to fruition, there were headlines that even Las Vegas oddsmakers couldn’t have predicted. Before even leaving the platform synonymous with ISDE, Great Britain’s Harry Edmonson, who had been moved up from the Junior team to the World Trophy team, had bike issues that left him working on his machine for over an hour as rider after rider passed him. He would eventually get his machine running so he could continue, but rules state that once you are an hour behind the lead rider, you are done. Edmonson has put himself, and Team GB in a large deficit before even getting out of sight of the paddock. Also facing a setback today was the Italian Junior Trophy team. During the second special test of the day, Manuel Verzeroli was seen pushing his bike by yours truly near the end of the test. With a broken machine, Italy already lost one of its three riders, as all scores count for the JWT standings. For the next five days, teammates Kevin Cristino and Manolo Morettini will be riding for individual pride. Photos by Future7Media Words by Kyle Wolfe ISDE WORLD TROPHY TEAMS Team USA’s Dante Oliveira led the team with a 7th on Day-1. There is also an unanswered question with Italian World Trophy rider Andrea Verona. The strongest challenger to Garcia over the last few years at ISDE, didn’t race special test four, but did race test five. However, the live results at the time of writing only have him showing in the first three tests of the day. Should this hold, Italy is out of the World Trophy standings on Day 1 as well, just like their Junior Trophy teammates. As far as the rest of the Day 1 standings are concerned, it was a battle between the two riders who have claimed the majority of the World Enduro titles over the last decade. Great Britain’s Steve Holcombe would take the win in special tests 1, 2, and 5 on the day, eventually finishing Day 1 in second. Newly crowned champion, and the defending individual winner of the ISDE, Spain’s very own Josep Garcia, would take the other three special test wins on the day, as well as the outright lead into Day 2 over Holcombe, and the rest of the field. Third through sixth outright for the day would be the entire French World Trophy team, lead by Theo Espinasse. Out of twenty-four results on the day, the French team consistently placed themselves as a group, showing the consistency the rest of the field was unable to match. Dante Oliveira would be the top American rider on the day, placing seventh outright, 1:01.33 in back of the leader, Garcia. Cody Barnes would take ninth for the day, ten seconds behind Oliveira. Josh Toth and Johnny Girroir would finish eleventh and twelfth respectively, five seconds behind Cody Barnes. In the World Trophy standings, France takes the Day 1 victory, ahead of the United States, with host nation Spain claiming third for the afternoon. ISDE JUNIOR TROPHY TEAMS Mateo Oliveira placed 6th on day 1 of racing in Spain. In the Junior Trophy classification, it was odds on favorites Team Sweden taking a commanding lead at the end of Day 1. Looking for redemption after a heartbreaking end on the final moto in Argentina, the Swedes showed exactly why they were the team to beat. Max Ahlin takes the JWT lead into Day 2 tomorrow, with teammates Albin Norrbin, and Axel Semb holding onto seventh and eighth, both of them thirty one seconds off of their teammate. Italy’s Cristino and France’s Antoine Alix would be second and third, with GNCC regular Gus Riordan of Australia taking fourth. Top American Junior rider was 2024 XC2 GNCC champion Grant Davis, just eleven seconds off the pace of Ahlin at day’s end. Mateo Oliveira was next, less than two seconds behind Davis. Rookie Jason Tino would struggle in his first day of ISDE competition, coming home in twenty first, over two minutes off the lead. In the team standings, France holds onto second with their trio of Alix, Leo Joyon, and Thibault Giraudon. USA holds onto third in the team standings. ISDE WOMEN WORLD TROPHY TEAMS Team USA’s Brandy Richards placed 1st on the day to put the Women’s class in first position. In the Women World Trophy classification, it was the battle that everyone expected; USA vs AUS. Despite a last minute replacement on the American team, Brandy Richards, Ava Silvestri, and Rachel Gutish let it be known early that they came to ISDE to win, and nothing less. Australia, despite an injured Danielle Macdonald, were putting in fast times that held them within range of the United States. Macdonald however, will be on the watch list throughout the week, as it showed in the second half of the day that the leg she injured a few weeks ago, is going to hamper last year’s rookie sensation. Individually, Brandy Richards would take the first special test win of the day. Tayla Jones of Australia would claim tests two and three, while Spain’s Mireia Badia would win test four. Richards would top test number five, while New Zealand’s Rachael Archer would take the final test win of the day. Brandy Richards leads the way over Mireia Badia, and Rachael Archer. Tayla Jones and Jessica Gardiner round out the top five, while Rachel Gutish, and Ava Silvestri take sixth and ninth outright for the day. TEAM USA GROUP STANDINGS DAY 1 World Trophy Team: 2nd Junior World Trophy Team: 3rd Womans World Trophy Team: 1st World Trophy Individual Standings after Day 1: 1. Josep Garcia-ESP 2. Steve Holcombe-GBR +:8.96 3. Theo Espinasse-FRA +:19.91 4. Hugo Blanjoue-FRA +:38.18 5. Leo Le Quere-FRA +:46.79 6. Julien Roussaly-FRA +:53.63 7. Dante Oliveira-USA +1:01.33 8. Jonte Reynders-AUS +1:08.42 9. Cody Barnes-USA +1:11.02 10. Samuele Bernadini-ITA +1:15.06 11. Josh Toth-USA +1:15.46 12. Johnny Girroir-USA +1:16.51 Junior World Trophy Individual Standings after Day 1: 1. Max Ahlin-SWE 2. Kevin Cristino-ITA +:02.89 3. Antoine Alix-FRA +:03.55 4. Gus Riordan-AUS +04.79 5. Grant Davis-USA +:11.61 6. Mateo Oliveira-USA +:13.02 7. Albin Norrbin-SWE +:31.03 8. Axel Semb-SWE +:31.64 9. Leo Joyon-FRA +:31.98 10. Thibault Giraudon-FRA +:42.08 21. Jason Tino-USA +2:03.51 Women World Trophy individual standings after Day 1: 1. Brandy Richards-USA 2. Mireia Badia-ESP +:06.39 3. Rachael Archer-NZL +:38.66 4. Tayla Jones-AUS +53.05 5. Jessica Gardiner-AUS +:57.02 6. Rachel Gutish-USA +1:05.98 7. Shelby Turner-CAN +1:19.57 8. Linnea Akesson-SWE +1:31.95 9. Ava Silvestri-USA +1:43.60 10. Hedvig Malm-SWE +1:54.39 ISDE SPAIN 6-DAY TEAM USA DAY 1 OVERVIEW VIDEO Sponsors of this content: Acerbis Scott Goggles Scotts Performance InnTech 2024 SPAIN ISDE 6-DAY // FULL COVERAGE The post 2024 ISDE SPAIN DAY 1 INDIVIDUAL & TEAM RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Dirt Bike Magazine met up with the crew at American Honda to go over the all new CRF250R Works Edition. This will be a special edition 250 that features Yoshimura exhaust, Dunlop tires, Throttle Jocket seat cover, head work in the engine, hydraulic clutch, race inspired number plates, and much more. See what’s all new on the Works Edition 250 here and if its the right bike for you!  The post 2025 HONDA CRF250RWE WHAT’S NEW VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

FIM ISDE SPAIN 2024 | Day 1 Racing, Tire Changes & more- Six Days of Enduro Watch the RAW highlights as Team USA battles through the challenging terrain of Galiçia, Spain, on Day 1 of the 2024 International Six Days of Enduro (ISDE). Witness the grit and determination of these elite riders as they represent the United States in one of the toughest off-road competitions in the world. From the rocky trails to the relentless competition, Team USA is pushing their limits to bring home the trophy! Day 1 Results for Team USA: U.S. World Trophy Team – 2nd Overall Dante Oliveira (KTM) Johnny Girroir (KTM) Cody Barnes (Honda) Josh Toth (GAS GAS) U.S. Women’s Trophy Team – 1st Overall Brandy Richards (KTM) Korie Steede (Husqvarna) Rachel Gutish (Sherco) U.S. Junior Trophy Team – 3rd Overall Mateo Oliveira (KTM) Grant Davis (KTM) Jason Tino (Husqvarna) Stay tuned for more action-packed highlights from the upcoming days as Team USA continues their pursuit of victory in this legendary international event! Sponsors of this content: Acerbis Scott Goggles Scotts Performance InnTech 2024 SPAIN ISDE 6-DAY // FULL COVERAGE The post FIM ISDE SPAIN 2024 | Best of Day 1 – Six Days of Enduro appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

A record turnout of 80 teams and almost 400 riders took on the 24 Hours of Glen Helen this weekend. The course was designed by the crew from SRA racing, which holds GP-style events once a month at the same facility, so no one knows the tracks, ridges and trails better. The AA Open class this year was taken in dominant fashion by SLR Honda, which is using the event as a testing ground for the Baja 1000 next month. Justin Morgan was the rider of record, and he was joined by Ryan Surratt, Tyler Lynn and Brandon Prieto. In the early laps it was the Prairie Dogs team of Trevor Hunter, Trevor Stewart, Justin Seeds and Clay Hengeveld out front. Stewart claimed to be rusty, but he consistently turned some of the fastest times of the entire race. After an hour, the Prairie Dogs surrendered to the SLR team who then stretched the lead through the rest of the day. In the end, they had a three lap lead over the Dogs, with last year’s championship team led by Tyler Nicholson and RJ Warda holding third the whole time. Second overall for the second year in a row went to the Prairie Dogs. The race also marked the deciding round of the Glen Helen Endurance series, which includes the 6-Hour and the 10-Hour. That championship was eventually collected by Carson Tryon, who was the rider of record for the 125 team that collected third in the 6-Hour, second in the 10 hour and sixth overall this weekend. Carson was joined by Kodiak Lehman, Jacob Tilley, Travis Lavalley, Harlem Nelson and Ian Burke. The Ironman class is where the real tough guys ride. This year it was won by Ryan McKee who never took a real break. Most of the race saw Joshua Dalton out front, but he was sidetracked in the pits in the wee hours of the morning. Evan Kleen was third throughout most of the drama. For full results, go to www.glenhelen.com. Carson Tryon’s team won the series championship with a sixth overall. Keelan Whiteside led the winning mini team. Ryan McKee was the toughest Ironman. Last year’s winning team was led by Tyler Nicholson and RJ Warda. They were third overall this time. Jordan Mass won the 250 Expert class and finished fifth overall. The post 2024 24 HOURS OF GLEN HELEN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

FIM ISDE SPAIN // TESTS CANCELED DUE TO FLOOD, TEAM USA PHOTOSHOOTS, INTERVIEWS & TECH INSPECTION After a busy morning of photoshoots, paperwork, tech inspections, and final bike impound, Team USA is all set and ready to kick off the 98th International Six Days of Enduro in Galicia, Spain. Watch as the team gears up for one of the toughest and most prestigious off-road races in the world as Dirt Bike Magazine will be giving you race coverage each day. U.S. World Trophy Team Dante Oliveira (KTM) Johnny Girroir (KTM) Cody Barnes (Honda) Josh Toth (GAS GAS) U.S. Women’s Trophy Team Brandy Richards (KTM) Korie Steede (Husqvarna) Rachel Gutish (Sherco) U.S. Junior Trophy Team Mateo Oliveira (KTM) Grant Davis (KTM) Jason Tino (Husqvarna) 2024 SPAIN ISDE 6-DAY // FULL COVERAGE The post 2024 ISDE SPAIN // TESTS CANCELED DUE TO FLOOD, TEAM USA PHOTOSHOOTS, INTERVIEWS & TECH INSPECTION appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Chris Siebenhaar is the product manager at Dunlop tires. That means he is one of the most well-connected people in the motorcycle industry, so when he built a dual-sport bike for himself, you know it’s going to have all the right stuff. His KTM 500EX-C impressed us so much that we asked him to tell us about it. Here is a little of what he said. The full story will be in the December, 2024 print edition of Dirt Bike. Chris Siebenhaar’s 2024 KTM 500EXC project “I started off by replacing the OEM fork and shock with a set of WP XPLOR Pro spring forks and XPLOR Pro shock tuned by REP Suspension out of Murrieta, California. Owner Mark Johnson is an ex-WP Suspension technician for Ryan Dungey, KenRoczen and Marvin Musquin. He started by adding stiffer springs to the fork and firming up the valving by swapping out the spring perches to better control oil flow, all in an effort to increase bottoming resistance. He applied an anti-friction treatment to all the bushings and seals. He also FDE-coated the lower tubes for less stiction–Mark estimated around a 50-percent reduction compared to stock. The Dunlop AT82 isn’t necessarily a dual-sport tire, but by the time Chris finished, this wasn’t a fully-compliant dual-sport bike by the rules. “The progressive-rate shock spring was swapped out for a standard-rate spring, and rather than relying on the spring to progressively get firmer through the stroke, he relies on the sophisticated internals of the WP XPLOR Pro shock. By doing this, Mark is able to create a very consistent feel by removing a changing variable from the damping equation. Installing those beauties in the stock cast triple clamps almost seemed sacrilegious, so I swapped them out for a set of Xtrig billet clamps. I personally like split clamps because I feel it allows for extremely precise torque settings when clamping the fork tubes, and this is key to proper fork performance. Too loose and the front end can feel sloppy; too tight and it will bind up the fork through its stroke. Plus, they’re also sexy. Chris Siebenhaar Faster USA Wheels manufactures their own hubs in-house from a block of USA aluminum to a finished anodized unit. Their hubs also feature double bearings on the drive side to better manage the torque of modern four-strokes to reduce stress and add durability. I opted for Galfer’s oversized Tsunami front rotor and Tsunami rear rotor. I lent Yoshimura my bike for a few weeks. When I returned, I was greeted with their brand-new RS-12 slip-on, featuring gains of 7.5 horsepower and 2.3 pound-feet of torque! Being that this bike is going to be primarily used for off-road riding and some racing, I reached out to my friends at Rottweiler Performance for their plug-and-play smog-removal kit. This not only cleaned up the engine compartment of the bike, but also removed over a pound of canisters, wires and plugs, and will help with overall tuning. I picked up the GET SX-1 ECU unit with a map switch and Wi-Fi connectivity that allows you to change maps via their phone app. The map switch was a key addition, because it allows the bike to have dual personalities with a map that maintains its original mellow, tractable power feeling and a second map that is an all-out fire-breather. The maps installed were created by Rottweiler. Altogether this has taken the stock KTM 500EXC-F from 38 horsepower to 60 horsepower! More parts: ICW Radiators IMS 2.8-gallon tank. Baja Designs XL80 headlight KTM Power Parts carbon-fiber disc guard and skid plate. BRP chain guide D.I.D gold chain KTM Power Parts sprocket. GutsRacing seat. Sypher Coatings Cerakoting “Finally, being that I am the product manager for Dunlop Motorcycle Tires, I chose our latest off-road tire set, the Geomax AT82 in the larger 90/100-21 for the front and 110/100-18 in the rear wrapped around Dunlop mousses.” See you next time! –Ron Lawson The post ONE WICKED KTM DUAL-SPORT PROJECT: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We turned Carson Brown loose on the 2025 Kawasaki KX250X in Washington. Carson hits all the trails he has been riding for over a decade on the all new KX. Enjoy!  The post 2025 KX250X HELMET CAM TRAIL FOOTAGE WITH CARSON BROWN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Traditionally, there’s no middle ground in the world of dual-sport bikes. It’s a realm occupied either by half-liter heavyweights or by bumper-rack campground transportation. So, why has the Husqvarna FE350s become a dual-sport mainstay? Simple, it’s not really a dual-sport bike. Yes, it’s fully street-legal and passes all the mandatory equipment tests, but that’s just a front. No one ever purchased an FE350s for its street capabilities. It’s a pure-blooded dirt bike to the core. As long as you know that going in, you’ll be fine. For 2024, the FE350s has undergone its first major remake in years. It has a redesigned frame, a reconfigured motor and new bodywork. The suspension is new and much more closely related to the FC350 motocross bike. The new FE350s has more racing in its blood than ever before. Husqvarna’s dual-sport bikes maintain a higher price than comparable KTMs. The FE350s sells for $12,599. THE MAKEOVER CONTINUES In 2022, Husqvarna put the wheels in motion for a complete makeover of every model in its lineup. That started with the 2022 Rockstar Editions, and now with the 2024 FE350s, it’s complete. The 350 actually got a more extensive list of new parts than most of the others, starting with a more compact motor. The bore and stroke are unchanged, but the compression ratio is slightly lower. Every gear in the 6-speed gearbox is different, as well as the primary and final ratios. The overall gear ratios are still similar to those of the previous model; although, if you’re super sensitive, you might notice that the gap from second to third is tighter and sixth is slightly lower. The clutch is new, too, but it’s still the DDS design with a Belleville spring and hydraulic actuation. Those hydraulics are still made by Braktec. If you want to ride a national enduro with a dual-sport bike, the FE350s is a great place to start. The frame makeover is virtually identical to what the motocross bikes got last year. Unlike KTM’s dual-sport bikes, which use PDS no-link suspension, the Husky uses a linkage-driven design that is, again, just like the motocross bikes. There are also changes to engine position and frame rigidity that follow the course set by Husky’s motocross bikes. Even the fork comes from the motocross world. The Xplor fork is no more for this model and is replaced by a new version of the WP Xact fork. In this incarnation, the Xact fork has two coil springs; the constant attention required by the air forks used for MX was deemed inappropriate for a dual-sport application. There are, of course, major differences in setup between the MX and dual-sport models. The FE350s’s suspension and power delivery are much softer. In both cases, that’s appropriate given the FE’s role as an off-road bike rather than a racer. In the motor department, Husqvarna also had to jump through formidable hoops to get through the various tests for emissions and noise. There’s a reed valve in the intake boot, and the exhaust system is very restrictive. The mapping is very lean, and there is no map switch on the handlebar. The approved map is what it is. Even the tires were chosen with sound level in mind. The Continental TKC80s have very little rolling noise. LET’S RIDE To confess, we didn’t ride this bike with the stock tires. We had plenty of experience with the Contis on the KTM 500EXC tested in this issue. They truly are 50/50 street versus dirt, and we did most of our testing in the dirt. We installed full knobbies with rim locks, and we were delighted that we could go anywhere and do anything that the most serious dirt bikes could do. The most striking aspect of the Husky 350 is how light it feels. On our scale, it’s 248 pounds without fuel. It actually gained 3 pounds since last year, but you would never know it. The 350 handles like a Husky TE150. You can toss it around and generally manhandle it at any speed. This goes to further prove what we have said again and again about horsepower being the sworn enemy of handling. Half the reason the FE350s handles so well is because it makes unremarkable peak power. It handles like a 150 because it makes only a little more power than a 150. To be fair, the 350 is much less demanding to ride. It carries its peak power forever—from about 6,000 rpm to 11,000 rpm. A small-bore two-stroke hits its peak and immediately signs off. That’s what makes the 350 so good as an off-road bike. It’s preposterously easy to ride. The power is always there when you need it. Less displacement means less engine braking, too, so the FE350s is less jerky than the big bikes. The 2024 motor gained power across the board, but it’s still not especially fast. You can’t expect too much more from a bike this quiet. Like any certified dual-sport bike, the mapping is lean and the exhaust note is ultra-quiet. Husqvarna did a good job of making it work within the required parameters, but it’s delicately balanced. The bike takes a long time to warm up and can, on occasion, flame out. The smaller-displacement motor makes this much less of an issue than it is with a 500, but you still have to be mindful of using too much throttle too suddenly. All of Husqvarna’s off-road and dual-sport bikes use Braktec hydraulics. That includes the brakes. Also, like any other dual-sport bike, it’s difficult to go searching for more power. Changes to the airbox or exhaust will throw that delicate fuel mapping out of whack. Flame-outs, stalls and hesitations will become the norm. There are several ways to address this, but all will make the bike a closed-course competition bike in the eyes of the government. JD Jetting has the easiest and most affordable solution with its piggyback fuel-injection tuners. They sell for about $250 and allow you to make changes to the mixture. Coober, Athena/GET and Vortex all have more sophisticated systems that allow changes to the mixture and ignition mapping, mostly in the $800 range. The guys at Slavens Racing, Twisted Development and Taco Moto all have some expertise in this matter, and will be happy to offer advice. The Continental TKC80 tires truly are 50/50 street versus dirt. Most riders will want full knobs. FRAMED AGAIN Husqvarna has a philosophy of offering one frame with very few alterations for virtually all its dirt bikes. This generation of the FE350s frame, as we mentioned, was first seen on the 2022 Rockstar Edition. It was considered to be a little stiff, even by motocross standards, so the 2024 Rockstar Edition has a new-generation frame already—one that’s a little less rigid in certain planes of motion. The 2024 Husqvarna dual-sport and off-road bikes have just gotten on the same page as the 2022 Rockstar Edition, so it’s unlikely that they will change any time soon. That’s okay. The issues that the motocross guys faced are completely different from those experienced by dual-sport riders. The suspension for the FE350s is so much softer that frame flex plays a far lesser role. Having said that, the FE’s suspension is stiffer than it was last year. The rear shock went up from a 42 N/mm spring rate to 45. In front, the springs are unchanged, but the fork is now a closed-cartridge system with much more precise valving. It rides higher in its travel and has less dive. Overall, the new suspension setup repositions the bike as a more serious off-road machine. The fact that it has linkage instead of PDS like KTM’s dual-sport bikes gives it even more of a MX-like disposition. PDS guys will continue to be steadfast in their resolve that the linkage-less design is better for tight terrain and has a big advantage in ground clearance. All true, but the Husky’s design feels more conventional and stable at speed. It’s a debate that will go on forever in off-road circles. When you sum it all up, there’s no doubt that the 2024 Husky FE350s is more dirt-oriented than ever. Beyond that, it’s aimed at more aggressive, more hard-core riders this year. That’s fine with us. This is a bike that sells for $12,599. It would be senseless to spend that kind of money to ride around the neighborhood or campground. The FE350s is a state-of-the-art dirt bike. The fact that it can have a license plate is just a bonus. The post 2024 HUSQVARNA FE350S DUAL-SPORT: FULL TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We already showed you the video of whats new on the 2025 Kawasaki KX250X. This video we sent out Carson Brown on the trails to give us feedback as he tested this all new motorcycle. Carson walks you through his testing day and of course…absolutely sending it on the offroad loop. Asking questions during riding instead of the end of our videos helps get on the fly feedback and real world opinions of some of these bikes.  The post 2025 KAWASAKI KX250X VIDEO TRAIL TEST WITH CARSON BROWN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2024 ISDE Spain | Team USA Builds Bike & Tests| Six Days Enduro Get an inside look at the USA ISDE Team as they gear up for the 98th NOCO International Six Days of Enduro (ISDE) in Galiçia, Spain! Watch as top riders like Ava Silvestri, Jason Tino, and Johnny Girroir prepare their dirt bikes for the ultimate off-road endurance race. From breaking in their bikes to dealing with tough conditions, the USA team is ready for the challenge at ISDE 2024. Don’t miss this exclusive behind-the-scenes footage of their preparation and training! U.S. World Trophy Team: Dante Oliveira (KTM) Johnny Girroir (KTM) Craig Delong (Husqvarna) Josh Toth (GAS GAS) U.S. Women’s Trophy Team Brandy Richards (KTM) Korie Steede (Husqvarna) Rachel Gutish (Sherco) 2024 U.S. Junior Trophy Team Mateo Oliveira (KTM) Grant Davis (KTM) Jason Tino (Husqvarna) The post 2024 ISDE SPAIN | TEAM USA FACES RAINY WEATHER | SIX DAYS ENDURO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Husqvarna has just revealed a special version of its Norden 901 adventure bike. The official press release follows: 2025 Husqvarna Norden 901 Expedition Husqvarna Mobility is proud to unveil its 2025 Norden 901 Expedition. Several technical refinements can be found on this latest version of the mid-class travel motorcycle, which features an updated and distinctive livery to underline the brand’s continued development of this incredible machine. Advanced riders take advantage of the updated Slip Adjuster, which is part of the Cornering Motorcycle Traction Control (MTC). Offering ten settings, riders can select a level based on their ability and the terrain ahead. The system works by determining how much the rear wheel can drift when exiting turns, as well as allowing the front wheel to be lifted over obstacles. For added convenience and a safer riding experience no matter the adventure, new mirrors, a hazard light warning system, and a USB-C charging port are all perfectly positioned. Additionally, the Norden 901 Expedition is equipped with a revised exhaust system to allow the parallel-twin engine to breathe more freely while meeting EURO 5+ regulations. Ensuring the toughest terrain can be mastered with confidence, the Norden 901 Expedition features WP XPLOR suspension. Fully adjustable in terms of compression, rebound, and preload, in addition to offering 240 mm of travel, the suspension allows every rider to create a customized set-up based on their preferences. An extensive list of Technical Accessories is fitted to the machine to ensure long days of exploration deliver maximum enjoyment, from sunrise to sunset. The heated grips and seat provide instant warmth for early morning starts and colder climates while the Touring Windshield deflects wind around the rider, particularly at higher speeds, to reduce fatigue. A Side Bag Set at the rear of the machine provides up to 36 liters of storage capacity to keep all essential travelling equipment safe and secure. The Norden 901 Expedition continues to be powered by a highly efficient and reliable 889 cc parallel-twin engine. Producing 105 hp and 100 Nm of torque, the powerplant provides a smooth and controllable power delivery for total control both on and offroad. With the engine acting as a stressed member of the steel trellis frame to reduce weight and create a more compact overall design, this engineering technique also aids in the agility and stability of this exceptional travel machine. In front of the handlebars, a glare and scratch-resistant 5” TFT display clearly shows essential information including the current speed, fuel consumption, and water temperature. Travel enthusiasts are encouraged to download the Ride Husqvarna Motorcycles app onto their smartphone and pair it with the machine’s Connectivity Unit using Bluetooth. The app features Turn-by-Turn+ navigation, which includes real-time traffic information, and all directions are shown on the screen. The Connectivity Unit also lets riders control music selection, make and receive calls, and adjust the volume using the handlebar-mounted buttons. Technical highlights: New color scheme for 2025 Revised exhaust system for EURO 5+ compliance New USB-C port conveniently positioned on the left side of the dashboard New Hazard Warning system with integrated handlebar switch Revised Cornering sensitive Traction Control allows for 10 levels of adjustable rear wheel slip (in Explorer Mode) Chromium-molybdenum steel frame with engine as stressed member 889 cc parallel-twin engine with 105 hp peak power and 100 Nm of torque 240 mm travel, adjustable WP XPLOR suspension provides exceptional comfort when riding offroad Touring Windshield for reduced fatigue on extended rides Heated grips and seat for riding in cold climates Side Bag Set offers a convenient storage solution Centre stand enables easy serviceability Heavy-duty Skid Plate for complete protection of tank and engine Four selectable ride modes Street, Rain, and Offroad including the optional Explorer mode Cutting edge, cornering ABS with Offroad mode Ride-by-wire throttle with adjustable throttle response Standard Easy Shift function Equipped with a PASC (Power Assisted Slipper Clutch) Tubeless spoked wheels and Pirelli Scorpion Rally STR tires for peak performance on the street and offroad Large capacity, 19-litre fuel tank provides an extended range of up to 400 km Connectivity Unit provides TbT+ navigation, Call-in, Call-out, and music selection from the rider’s smartphone To provide maximum comfort in all weather conditions, the Functional Apparel Collection features quality riding gear that also delivers the highest levels of protection and functionality. Additionally, customization of the Norden 901 Expedition can be achieved with an extensive line-up of Technical Accessories visible in the online configurator for easy access. The portfolio includes numerous parts like alternative luggage solutions and premium components to further enhance this exceptional machine. The 2025 Norden 901 Expedition will be available from now onwards at authorized Husqvarna Mobility dealerships. The post HUSQVARNA OFFERS NORDEN 901 EXPEDITION SPECIAL EDITION appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Dirt Bike Magazine met up with Ken Essex from Kawasaki to go over their all new 2025 Kawasaki KX250X at Washougal MX Park. This is an offroad specific motorcycle with tons of carry over from its motocross cousin the KX250. Learn all about the new bike here and then watch the trail test with Carson Brown on the handlebars!  The post 2025 KAWASAKI KX250X OFF-ROAD MODEL : WHAT’S NEW appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

This week’s Two-Stroke Tuesday is all about 300cc project bikes that we built before the fuel injection invasion and trust us there is something here for everyone. We start it all off with a Yamaha YZ300 then move to an KTM300 XC before showing you Cody Webb’s 2021 factory Sherco 300 and then top it all off with a custom KTM380 FE build that will blow your mind! Our 2-Stroke Behind The Build is all about our YZ300 build with Fasthouse and Twisted Development for Trevor Stewart. Don’t miss that exclusive link at the bottom of this post! CLICK THE IMAGE FOR THE COMPLETE STORY! The Yamaha YZ250 is a proven commodity in the two-stroke world and hasn’t seen very many changes to its powerplant since the early to mid 2000s. This is not because the Yamaha engineers are lazy; it’s just because the YZ250 is that good. However, as you know, the Dirt Bike magazine staff just can’t leave well-enough alone. If 250cc is good, then 300cc has got to be better, right? CLICK THE IMAGE ABOVE FOR THE COMPLETE STORY! CLICK THE IMAGE FOR THE COMPLETE STORY! The last of a dying bread. KTM’s 2019 KTM300 XC was the last off-road bike to come off the assembly line fitted with a carburetor . We love this motorcycle to this day. It had some issues but we love it anyways. On this project we worked with companies like Vertex, FMF, IMS Products, TM Designworks, Dunlop, ODI Handlebars and much more. CLICK THE IMAGE ABOVE FOR THE COMPLETE STORY! CLICK THE IMAGE FOR THE COMPLETE STORY! In the Sherco model line, the Factory version of the 300cc two-stroke is the upscale model. For 2021, the U.S. importer didn’t bring in the standard model (called the “Racing” edition), so Cody’s bike has fewer modifications than you might expect. The most significant one is the use of KYB A-kit suspension, which is set up by The Ride Shop in Arizona. The frame and bodywork are all standard issue, and Cody doesn’t use a steering damper. CLICK THE IMAGE ABOVE FOR THE COMPLETE STORY! CLICK THE IMAGE ABOVE FOR THE COMPLETE STORY! You gotta love a motorcycle that makes people look. Bob Casper’s KTM 380SX Factory Edition is like that. What’s even better, it makes people listen too. This is a dirt bike that confuses onlookers on so many levels. On initial contact it prompts about three questions in the first millisecond: Was that Ryan Dungey? Was that a Factory Edition? Hey, was that a two-stroke? No, yes, yes. The object is Bob Casper’s KTM 380SX, a custom merging of a highly desirable modern bike and a somewhat forgotten cult bike. CLICK THE IMAGE ABOVE FOR THE COMPLETE STORY! 2-STROKE BEHIND THE BUILD We always get caught up in the parts that go into making the build happen, but in this case, Kenny Alexander from Fasthouse and Manual Gasper of Gasper Racing were big factors. Fasthouse is a local SoCal apparel company that is all about having a good time with friends and family. They provide huge support to their athletes in many different ways, depending on what each individual needs. Between Fasthouse and Gasper Racing, they have a small fleet of Yamaha YZ250 machines that can be called into action at any time, and it doesn’t stop there. In the past, they have bought brand-new four-strokes for our test riders, the Wageman brothers, to race the West Coast Supercross. Not many companies give back to the sport to support the stoke like these guys do, and we can’t thank them enough. CLICK THE IMAGE BELOW FOR THE COMPLETE STORY! CLICK THE IMAGE ABOVE FOR THE COMPLETE STORY! The post 300cc 2-STROKE MADNESS: TWO-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Dirt Bike Magazine tests the all new Kawasaki KX250 at Washougal MX Park. The KX250 is all new and if you want to learn about all the latest and greatest check out our other video. We invited Carson Brown out for the day and let him put the KX through its paces. Carson delivers on track feedback for you in this video. You don’t have to wait for the end to find out his initial impressions on the all new KX250. Enjoy!  The post 2025 KAWASAKI KX250 TEST VIDEO WITH CARSON BROWN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Australia won the MX of Nations for the first time in history this weekend at Matterley Basin in Great Britain. The team of Jett Lawrence, Hunter Lawrence and Kyle Webster trailed after two of the three races, but the combined MXGP/Open race put both Hunter and Jett On the track at the same time, and they finished 2-4 to clinch the overall. That final race was led early by Eli Tomac, who eventually gave way to an incredible race between Jett Lawrence and Tim Gajser. Gajser leads Eli Tomac. @shotbybavo Jett Lawrence and Ruben Fernandez. @shotbybavo Aaron Plessinger went 7-8 for the U.S.A. Photo by Ray Archer Cooper Webb went down to the 250 class but still scored well, particularly in the second race where he rode to 9th overall and 4th MX2. Photo by Ray Archer. Race 1 – MXGP & MX2 1. Tim Gajser (SLO, Honda), 35:11.182; 2. Eli Tomac (USA, Yamaha), +0:06.810; 3. Romain Febvre (FRA, Kawasaki), +0:08.978; 4. Jorge Prado (ESP, GASGAS), +0:18.038; 5. Jeffrey Herlings (NED, KTM), +0:28.371; 6. Kay de Wolf (NED, Husqvarna), +0:30.159; 7. Jeremy Seewer (SUI, Kawasaki), +0:31.445; 8. Hunter Lawrence (AUS, Honda), +0:42.032; 9. Alberto Forato (ITA, Honda), +0:51.153; 10. Ken Roczen (GER, Suzuki), +0:58.580; 17. Cooper Webb (USA, Yamaha) Race 2 – MX2 & Open 1. Jett Lawrence (AUS, Honda), 36:14.723; 2. Ruben Fernandez (ESP, Honda), +0:07.919; 3. Simon Laengenfelder (GER, GASGAS), +0:10.438; 4. Maxime Renaux (FRA, Yamaha), +0:12.162; 5. Kay de Wolf (NED, Husqvarna), +0:29.029; 6. Conrad Mewse (GBR, KTM), +0:35.536; 7. Aaron Plessinger (USA, KTM), +0:37.007; 8. Karlis Alberts Reisulis (LAT, Yamaha), +0:41.572; 9. Cooper Webb (USA, Yamaha), +0:43.286; 10. Mikkel Haarup (DEN, Triumph), +0:43.325; Race 3 – MXGP & Open 1. Tim Gajser (SLO, Honda), 35:51.888; 2. Jett Lawrence (AUS, Honda), +0:00.459; 3. Eli Tomac (USA, Yamaha), +0:17.172; 4. Hunter Lawrence (AUS, Honda), +0:18.129; 5. Jeffrey Herlings (NED, KTM), +0:20.434; 6. Jeremy Seewer (SUI, Kawasaki), +1:00.988; 7. Alberto Forato (ITA, Honda), +1:09.220; 8. Aaron Plessinger (USA, KTM), +1:12.390; 9. Maxime Renaux (FRA, Yamaha), +1:17.022; 10. Ken Roczen (GER, Suzuki), +1:20.261; 11. Enzo Lopes (BRA, Yamaha), +1:31.002; 12. Ruben Fernandez (ESP, Honda), +1:31.229; Nations Overall 1. Australia – 26 2. USA – 29 3. The Netherlands – 36 4. Spain – 45 5. France – 50 6. Germany – 62 7. Slovenia – 67 The post AUSTRALIA WINS MXoN; USA 2nd appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

It seems like we’ve already tested about a zillion KTMs this year, but we’re just now getting to the one that’s been my main ride for the last couple of years: the 450XC-F. It follows a formula that KTM basically created. KTM took the 450SX-F and addressed a handful of key areas to transform it into a cross-country racer. The makeover starts in the suspension department. The WP shock is revalved, but keeps the same spring. The Xact air fork is traded away for a closed-cartridge spring fork valved for off-road. The fuel tank grows from 1.9 to 2.25 gallons and gets a translucent pigment. The rear wheel for the XC is an 18-incher and is shod in a Dunlop AT81. It gets an O-ring chain, a kickstand, a skid plate and handguards. More significantly, here’s what isn’t different: everything regarding power. The motor is identical to that of the SX, including mapping and gear ratios. The exhaust system is the same, the sound level is the same, even the final gearing remains 13-51. Jared Hicks on the KTM 450XC-F. The version of the XC that arrived two years ago had extensive changes and was significantly more rigid. Off-road riders liked the anti-squat characteristics that came with the redesign, but the overall ride was too stiff. The solution was lots of break-in time and careful suspension set up, but it never had the cushy feel of the pre-2023 model. So, starting with the 2024 450SX-F Factory Edition, frame stiffness was reduced in several ways on virtually all KTM’s race bikes. Gusseting was taken away from the steering head, there are relief slots around the top shock mount, the head stay was redesigned and the shock linkage got a number of changes including a smaller bolt. All those changes are carried forth to the 450XC-F. Another feature that trickled down from the Factory Edition is the potential to hook up to the Ride KTM smartphone app. Unfortunately, you have to buy the connectivity unit that transmits all this to your phone. It sells for around $250 and the LitPro data requires an annual subscription. The 2025 KTM 450XC-F sells for $12,199. The KTM 450XC-F is the dominant off-road race bike in the west. It’s won the last eight WORCS championships and the last four NGPC pro titles in a row–very likely to be five by the end of the month. The demands in the west aren’t that different from those in motocross. You need power, stability and suspension, and the XC scores high across the board. The motor is incredible. It has as much peak power as any production 450 on earth, but is still very easy to manage. That’s a very difficult combination. The handlebar switch allows you to toggle between mild and aggressive maps, plus you have access to traction control and Quickshift. All those options are nice to have, but none are must-have features in an off-road environment. The XC’s rear suspension is noticeably softer than the SX’s even though it uses the same spring rate. In the off-road world, the demands on suspension are unrealistically diverse. There’s no way that one setting can work for GPs as well as desert racing. KTM settled on what amounts to a soft MX setting, which is perfect for a WORCS race. That combines with the new, more compliant frame to give the bike an excellent ride in most situations. Still, though, it’s far too stiff for the rock fields that come on the third loop of a desert race. Likewise, the fork is just a little too stiff for picking your way through boulders in first gear, but in virtually every other setting, it’s excellent. The only real shortcoming in the XC’s western racing portfolio is the five-speed gearbox. The MX ratios do well in GP racing, but desert racers prefer the six-speed gearbox from the 500XC-W. Many install it. In the east, Ben Kelley was the first factory KTM rider to use the 450XC-F in GNCC racing in the post Kailub Russell era. Eventually, he changed to a 350, but he proved that the factory team could win on either bike and KTM allows its riders to choose whichever one they want. When you get in really tight, difficult situations, the 450 can stall more easily than the 350. Intermediate- and novice- level riders compensate by over-using the clutch and that can lead to overheating. It’s interesting to note that the 450XC-F and 350XC-F use the exact same chassis. That means the only real handling differences are those created by the power delivery and the gyro effect created by rotating mass within the motor. Those are significant. It makes the 450 a little more work to ride, especially at lower speed. The 2025 KTM 450XC-F sells for $12,199. We will have a full test of the KTM 450XC-F in the December print edition of Dirt Bike. MOUNTAIN HIGH That mountain is the Dhaulgiri, the seventh highest peak in the world at 26,795 feet. Photo: Royal Enfield I’m still high (at least mentally) from my trip to the Himalayan mountains. It was a 10-day ride from Kathmandu to the Chinese border and back. It was wild. The tour is an annual affair called the Moto Himalaya Mustang. It’s amazingly inexpensive. Royal Enfield has a number of tours like this and subsidizes them as a promotional cost. They haven’t announced next year’s ride yet, but I want to go back! Check out Royal Enfield‘s website for the announcement of next year’s tours. DECOSTER’S 10 GOLDEN RULES In the December issue we have a classic Roger DeCoster story where he lists his golden rules for success in motocross. Picking out the photos for that story was great fun. When I go back into the Dirt Bike archives I get lost for hours–but in a good way. Here are some of the photos I chose. I’m not sure, but I believe that’s Phil Larson getting the holeshot in 1994 against some heavy hitters. Jeremy McGrath in his prime outdoors. Stanton at the LA Coliseum. Guy Cooper jumping over Marshal Plumb. Jean Michel Bayle Mike Kiedrowski Roger DeCoster himself, testing for Dirt Bike in 1994 MXoN 2024 The Motocross of Nations is happening right now in Great Britain. The U.S. team went through a number of last minute changes, but we still have one of the strongest teams there, with Eli Tomac, Aaron Plessinger and Cooper Webb (on a 250!). You can check out the press conference below. ALEXANDER SMITH VS MEXICAN 1000 Alex Smith of Malcolm Smith Motorsports has a lot of his dad’s DNA. That goes way beyond his appearance, but in the way he approaches life, too. Check out his adventure on the Ducati Desert X in the Mexican 1000 rally. See you next time, –Ron Lawson The post RIDING THE 2025 KTM 450XC-F: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

As the 2024 Motocross of Nations warms up in Great Britain this weekend, the news broke that the U.S. will host the event next year in Indiana. The official press release from Infront follows. Infront Moto Racing is thrilled to announce that the 78th Edition of the Monster Energy FIM Motocross of Nations will be held in USA, from the 3rd to the 5th of October 2025! For the sixth running of this event on American soil, the host venue will be the spectacular Ironman Raceway just outside Crawfordsville, only an hour’s drive from the Motorsports Mecca of Indianapolis in the state of Indiana. Now the brilliant facility of Ironman Raceway joins that illustrious list, named after the late GNCC ATV Champion Bob ‘Ironman’ Sloan, who hailed from the area and was an inspiration for the building of the circuit, as well as the off-road enduro-style facility nearby. The land surrounding the track itself is huge and flat, perfect for camping and parking, but the actual circuit is anything but level, with major elevation changes a key feature. Some of the biggest and steepest uphill sections in American Motocross, including the mighty Godzilla step-up, help to form an action-packed lap which will both challenge and excite the best riders on the planet! The USA holds the record for the most team victories in the history of the Monster Energy Motocross of Nations, with 23 in total, despite only truly joining the competition in the 1970s. The first ‘Nations’ in the USA was at Unadilla in 1987, in the middle of a period of dominance for the home team. Further home victories were taken in 2007 at Budd’s Creek, 2010 at Lakewood, and in 2022 at RedBud, which avenged the only American loss on home soil, which was to Team France in 2018 at the same venue. Ironman Raceway has hosted a round of the AMA National Motocross Championship each season since 2014, and on seven occasions has seen the final round of the series play out there. American Eli Tomac clinched his first two National 450cc titles at the venue, and Australian Jett Lawrence not only clinched his first two US 250cc titles there, but also completed his perfect 450cc season in 2023, with his brother Hunter Lawrence taking the 250cc title on the same day. KTM’s Chase Sexton also won his National title at Ironman this season. MXGP fans will know the venue well, as the site of Jeffrey Herlings’ famous double victory in 2017, and regular ‘Nations’ riders Ken Roczen, Jo Shimoda, Tom Vialle, and Dylan Ferrandis have also put their names onto the winner’s trophies in the past. 2024 Team USA rider Aaron Plessinger has won twice there in the 250cc class, but Tomac and Jett Lawrence are tied for the most National wins at the circuit with three apiece. Motocross fans from all over the world will flock to the American Midwest on the first weekend of October next year. The passion, pride, and patriotism of the Nations is unmatched in any off-road motorcycling event! Watch for the ticket announcements online and book your place at what is sure to be one of the best Monster Energy Motocross of Nations of all time! Infront Moto Racing CEO, David Luongo: “We are proud to bring the 78th edition of the Monster Energy FIM Motocross of Nations to the USA in 2025. We will head to the fantastic Ironman Raceway, renowned for its challenging layout and rich history in the American Motocross. It will mark a new step in the outstanding collaboration Infront Moto Racing has with MX Sports. In this respect I want to thank Carrie Russel Coombs, Davey Coombs, Tim Cotter from MX Sport and all their team for turning this mutual project into life. I would like also to thank the city of Crawfordsville representative for supporting this event that will bring all the eyes and interest of the international motocross community to the region. The MXoN is always a special event where riders don’t just compete for themselves but for their nations. The pride, emotion and intensity that comes with this race is something you can feel in the air. We are expecting an unforgettable atmosphere, with American fans and fans from all over the world coming together to celebrate this amazing sport. Thank you to everyone involved and we can’t wait to see you all at Ironman Raceway for what promises to be one of the most exciting and memorable editions of the Monster Energy FIM Motocross of Nations.” FIM/CMS Director Antonio Alia Portela: “It seems that it was yesterday when we last were in the US for the MXoN that brought so much glory for the team USA. New bonds were built during that event that still confirm the friendship between the two sides of the Atlantic. And it is thanks to that will to strengthen that bond that IMR, MX Sports and Feld have joined forces to present in 2025 the 78th edition of the MXoN in the historic motocross track of Ironman Raceway. It goes without saying that not only will the venue and facilities be up to the FIM standards required to hold such an event, but also all the energy and support from the FIM and AMA staff needed to run such event so that the atmosphere created by the MX fans from every single corner of the planet will make of this MXoN edition a lasting experience for those who will flock together to enjoy the best motocross riders of the galaxy.” The post US TO HOST MXoN IN 2025 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Triumph has announced a 450cc addition to its motocross line. The TF 450-RC Edition will be available in Triumph Off-Road Dealers from February 2025. The official press release follows below: 2025 Triumph TF450 RC Triumph Motorcycles reveals its first 450cc motocross bike, designed in collaboration with the GOAT, Ricky Carmichael. The All-New Triumph TF 450-RC Edition celebrates Ricky Carmichael’s involvement throughout Triumph’s motocross program and features his chosen specification and signature graphics. Developed by world-leading Triumph engineers and Motocross Champions, the TF 450-RC Edition features the strongest power to weight ratio in its class. Triumph’s new 450cc competition motocross powertrain is compact, mass-optimized, and built to take the holeshot. Engineering, design and equipment work in harmony for class leading power, control, and flexibility. The color design prominently incorporates Triumph Performance Yellow with black and white accents. It also includes RC’s iconic number 4, GOAT logo, and key sponsor details, adding a personalized flair that reflects the spirit of this motocross legend. This design is carried across number boards, swingarm decals, and other visual elements, reinforcing the bike’s unique identity. Steve Sargent – Chief Product Officer, Triumph Motorcycles “At the end of 2023, Triumph revealed the long-awaited TF 250-X – the first in an all-new range of off-road motorcycles. We now have a brand new 450cc competition motocross powertrain, which Ricky Carmichael, who is without doubt the very best in the business, has worked with us to develop. The TF 450-RC Edition offers a balance of power, precision, and durability that sets a new standard in the 450cc motocross class. It seems only right that the first edition should have Ricky’s name on it.” Ricky Carmichael has been a part of the Triumph development team from the start. POWER DELIVERY The single-cylinder, SOHC 450cc engine of the TF 450-RC is built for racing, delivering robust power while minimizing weight, giving a power-to-weight ratio that leads the class. At the core of this engine are top-tier components, including a Konig-forged aluminum piston, which provides strength and durability at high speeds, and Del West titanium valves for improved airflow and faster actuation. The 5-speed gearbox, with a quickshifter fitted as standard for clutchless upshifts from 2nd to 5th gear, ensures seamless power delivery for maximum focus on the track. The 450cc engine’s combustion chamber is fully machined for optimal airflow and efficiency. The 3-axis machined combustion chamber and ports ensure precise geometry for peak performance, while diamond-like carbon (DLC) coated rockers reduce friction, improving the engine’s efficiency and longevity. The 450 airbox and intake system ensures that the engine gets a consistent, high volume of air, which is critical for performance and efficiency. The intake system is paired with an air filter by Twin Air, known for its durability and filtration efficiency. The tool-free filter access makes it easy to maintain the bike in rugged conditions, ensuring optimal airflow at all times. The TF 450-RC is equipped with a cutting-edge engine management and intake/exhaust system designed to deliver exceptional performance and control. At its core, the bike features a Dellorto throttle body integrated with an Athena engine management system, ensuring precise fuel delivery and throttle response. This system allows riders to fine-tune parameters like traction control and launch control via the MX Tune Pro smartphone app, offering adaptable performance for varying track conditions. The TF 450-RC features selectable engine maps, including a unique map customized by Ricky Carmichael to deliver the exact power and control he demands. BUILT TO WIN With its narrow profile, the 450cc engine has improved ergonomics that allow riders more control and comfort. It is housed in light magnesium covers for further weight reduction. The high-capacity clutch features a steel basket and plates, designed to handle the demands of racing, ensuring durability during intense use. The hydraulic clutch actuation, with Brembo master and slave cylinders, ensures smooth and consistent clutch control. Precision, control, and durability are at the forefront of the TF 450-RC’s design, especially with the inclusion of the ODI RC4 Signature handlebars. Made from triple-butted, tapered wall tubing, these bars are designed to deliver a perfect balance of strength and flex. Constructed from seamless 2014-T6 alloy and hard-anodized for enhanced durability, the bars feature oversized clamps and half-waffle ODI lock-on grips, ensuring excellent rider comfort, vibration dampening, and impact resistance. The top engine mounts on the TF 450-RC were hand-picked by Ricky to enhance handling, especially under heavy front-end loads. This setup ensures the bike maintains optimal control and stability during even the most demanding rides. The XTrig Holeshot Device gives riders the perfect start by preloading the front suspension, lowering the center of gravity and reducing front wheel lift for quicker acceleration. The bike is also equipped as standard with a Triumph Racing Hinson clutch cover, a front disc guard to deflect debris and impacts, and a gripper seat cover to reduce slipping and enhance rider control. These premium components elevate the overall performance and reliability of the TF 450-RC. EXHAUST SYSTEM The exhaust system of the TF 450-RC is designed to complement its high-performance engine. The standard model features a lightweight stainless-steel exhaust with an integrated resonator to improve cylinder evacuation, and hydroformed components for optimized routing and high gas flow. For riders looking for an even higher level of performance, an Akrapovič titanium exhaust is available as an accessory, with a dedicated engine map to optimize the engine’s output. This system ensures that exhaust gases are efficiently expelled, minimizing backpressure and enhancing engine performance, particularly at high RPMs. ADVANCED ALUMINIUM CHASSIS The TF 450-RC features a unique aluminum chassis, designed to provide a perfect balance of performance, mass, and flexibility. The frame’s spine and twin cradle design offer exceptional strength while minimizing weight, contributing to the bike’s overall agility and handling on the track. Hand TIG-welded craftsmanship ensures durability and precision in every detail. The chassis has been race-optimized for longitudinal, lateral, and torsional stiffness, ensuring the best performance under extreme conditions. This allows for exceptional handling and provides the rider with precise feedback and control during intense riding. The result is a chassis that delivers top-tier performance and reliability, tailored for competitive racing. The light and nimble aluminum chassis of the TF 450-RC plays a crucial role in achieving its class-leading power-to-weight ratio. By minimizing the overall weight of the bike, the chassis allows the powerful 450cc engine to deliver exceptional acceleration and performance. This combination of a high-performance engine and a lightweight frame gives riders unmatched agility, control, and speed, making the TF 450-RC a top contender in its class. Key design elements, including new upper and lower aluminum triple clamps, and dedicated top end mounts, are engineered to handle the increased power and loads. This optimized stiffness provides superior stability and responsiveness, giving riders the confidence to push the bike to its limits. The KYB AOS coil suspension on the TF 450-RC is designed for superior shock absorption and handling. Featuring an Air-Oil Separation (AOS) system, this suspension ensures smoother, more consistent damping by preventing oil aeration, which results in more precise control and stability across various terrains. Paired with this is the three-way piggyback shock, which allows for fine-tuning of compression, rebound, and preload settings. This ensures that the suspension can be fully customized to the rider’s preferences and track conditions, providing enhanced handling, traction, and comfort, especially during high-speed and demanding motocross events. CONFIDENCE AND CONTROL The TF 450-RC features premium braking components for maximum control. Brembo calipers and levers provide precise, responsive braking, while Galfer discs offer durability and excellent heat dissipation. This combination ensures smooth, reliable braking performance, even under heavy use, giving riders confidence and control in all racing conditions. The TF 450-RC features D.I.D DirtStar rims, providing excellent impact resistance and stability in tough motocross conditions. Paired with Dunlop Geomax MX34 tires, which offer superior traction and control, this setup ensures optimal grip and performance across various surfaces. With Progressive Cornering Block Technology (PCBT) and advanced mud evacuation, these tires provide a consistent performance even in challenging conditions. Together, the wheels, tires, and technology deliver exceptional handling, stability, and control on any track. EXTRA EQUIPMENT AND ACCESSORIES The TF 450-RC is built for durability and performance, ensuring riders can keep racing with minimal downtime. With premium components, Triumph’s renowned quality, and world-class support, the bike is designed to be reliable in the toughest conditions. A network of Triumph Off-Road dealers and a 24/7 parts supply web tool provide quick access to servicing and parts, keeping riders on the track with minimal interruptions. Riders can also use the 24/7 parts supply web tool to browse specialist equipment and accessories for their TF 450-RC Edition, ranging from an Akrapovič titanium exhaust with dedicated engine map, WiFi module kit, air filter covers, a Gripper seat, and more. ON THE TRACK The new TF 450-RC will be available from $10,995 USD and $13,295 CAD. Customers can find out more at triumphmotorcycles.com. Bikes will be arriving to Triumph Off-Road dealerships beginning February 2025. SPECIFICATIONS – TF 450-RC ENGINE AND TRANSMISSION Type Single Cylinder 4-Stroke SOHC Capacity 449.5 cc Bore 3.74” (95 mm) Stroke 2.5” (63.4 mm) Compression 13.1:1 Fuel System Dellorto Throttle Body, Athena EMS Exhaust Single Silencer Final Drive Chain, 13/48 Clutch Steel Wet Multi-Plate Belleville Spring, Hydraulic Actuation Gearbox 5 Speed CHASSIS Frame : Aluminum, Spine Swingarm: Aluminum Fabrication Front Wheel: 21″ x 1.6″ (53.34 cm x 4.06 cm) Rear Wheel: 19″ x 2.15″ (48.26 cm x 5.46 cm) Front Tire: 80/100 – 21 Rear Tire: 110/90 – 19 Front Suspension: KYB 48mm Coil Spring Fork, Compression/Rebound Adjustment, 12.2” (310mm) Travel Rear Suspension: KYB Coil, Compression Adjustment (H and L Speed), Rebound Adjustment, 12” (305mm) Travel Front Brakes: Brembo Twin 24mm Piston, 10.24” (260mm) Disc Rear Brakes: Brembo Single 26mm Piston, 8.66” (220mm) Disc Instruments: Hour Meter, Multifunction Switch Cubes DIMENSIONS & WEIGHTS Width: (Handlebars) 32.91” (836 mm) Height: 50” (1270 mm) Seat Height: 37.8” (960 mm) Wheelbase: 58.74” (1492 mm) Rake: 27.4 º Trail; 4.57” (116 mm) Wet weight: 239.4 lbs. (108.6 kg) Fuel Tank Capacity: 1.85 gal (7 liters) The post TRIUMPH TF450 RC EDITION MOTOCROSS BIKE ANNOUNCED appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The 2025 Kawasaki KX250 is all new featuring new frame, new body-work, new engine, new air-box, new mapping, new start button, new tires, new suspension, and much more. Learn all about the details in this video!  The post 2025 KAWASAKI KX250 : WHAT’S NEW AND IMPORTANT appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи