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BEHIND THE SCENES WITH DIRT BIKE MAGAZINE https://youtu.be/H9ylJN5bBSU The post 2026 250 OFF-ROAD SHOOTOUT PREVIEW – VLOG 42 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Ducati has taken the wraps off its latest premiere adventure motorcycle, and the 2026 DesertX is as we suspected, an all-new platform featuring a unique V-twin twin engine and monocoque frame. The second-generation DesertX was teased at the EICMA back in November, and it replaces the previous DesertX and DesertX Rally which featured the 937cc Testastretta engine. The new 890cc V2 is what Ducati calls the “lightest twin-cylinder engine with four valves per cylinder ever produced by Ducati.” Interestingly, the new engine does not feature Ducati’s signature desmodromic valve system. Rather, it features an IVT variable intake system that allows it to maximize power across a wide rpm range. The Bologna factory claims it has 110 hp on offer (in our experience, anything north of 80 hp becomes pretty useless in the dirt) and max torque of 92 Nm. A previous complaint (deal-breaker for some) of the Ducati DesertX was the inability to access the airbox. The previous platform required a dealer visit to service the air filter. Ducati says it has repositioned the airbox for better access, which we assume means can be serviced by the user. The all-new 890cc V2 (L-twin?) engine replaces the outgoing 937cc Testastretta motor of the Ducati DesertX. Ducati promises easy access to the airbox with the second-generation platform. The new DesertX rides on 46mm KYB forks up front and KYB monoshock with remote preload adjust and progressive linkage in the rear. Wheels are 21″/18″ tubeless spoked, brakes are Brembo featuring a beefy M4.32 radial caliper and 305mm dual discs up front. A full suite of six-axis IMU-based electronics is housed in the new 5-inch TFT display. Ducati says the 2026 DesertX checks in at 460.7 pounds (wet weight, no fuel). The most impressive figure about the all-new DesertX might be the MSRP. Ducati managed to knock a few grand off the price tag, offering the 2026 DesertX for $16,995. Look for it to arrive in U.S. dealerships in June. We’re already eager to see if there will be a new generation DesertX Rally competition-based model coming next. With an 890cc engine, 460-pound claimed weight and MSRP of $16,995, it’s obvious that Ducati is taking straight aim at KTM. How will the new DesertX stand up to the mighty 890? 2026 Ducati DesertX features a new monocoque frame, KYB suspension and Brembo brakes. The new 5-inch TFT dash is now horizontally mounted replacing the vertical screen. 46mm KYB fork tubes are fully adjustable and steering stabilizer is standard. We can already taste it… The following press release is from Ducati. Borgo Panigale (Bologna, Italy), 25 February 2026 – With a new appointment at the Ducati World Première 2026 (here the link to watch the video), the Bologna based manufacturer presents the second generation of the DesertX, the bike that marked the Borgo Panigale manufacturer’s entry into the world of the most demanding off-road riding thanks to its 21-inch front wheel. Born from a concept presented at EICMA 2019, the DesertX went into production in 2021, immediately winning over many maxi-enduro and adventure touring enthusiasts thanks to its off-road performance. The second generation of DesertX is the result of extensive feedback and experience gained over years of development and competition on the most challenging terrain, including the Erzbergrodeo, the Rally of Albania, the Transanatolia and the 1,500 kilometres of desert in the NORRA Mexican 1000 Rally. The new DesertX was created with the specific aim of further improving off-road performance without sacrificing the riding pleasure typical of Ducati motorcycles. The result is a motorcycle redesigned from scratch, with an unmistakable design, easy to ride in everyday use and enjoyable on both road and off-road journeys, thanks to more efficient suspension and a new, more ergonomic and lighter fuel tank. The new DesertX is designed around the new Ducati V2 engine and its monocoque frame to be more modern, more powerful and capable of enhancing the riding skills of every rider, from the simple enthusiast to the off-road professional. The perfect engine for the DesertX The new 890 cc Ducati V2 is the the lightest twin-cylinder engine with four valves per cylinder ever produced by Ducati and, thanks to the IVT variable intake valve timing system, unique in its segment, it delivers generous power across the entire range of use with a prompt response every time the throttle is opened. Its 110 hp are the perfect power to combine off-road effectiveness and on-road riding enjoyment. It has a maximum torque of 92 Nm, with a more sustained curve than the previous model: 70% of the maximum value is already available at 3,000 rpm, ensuring quick response and great acceleration when exiting corners. The gear ratios specifically designed for the DesertX offer shorter first four gears to overcome even the most challenging obstacles, and a longer sixth gear to improve fuel consumption and comfort during fast transfers. Finally, the class-leading service intervals (45,000 km for valve clearance checks and oil changes every 15,000 km or two years) underline the reliability of this engine and keep maintenance costs down. Monocoque frame and racing suspension The monocoque frame, unique in its segment and developed specifically for the DesertX, uses the engine as a structural element and also acts as an airbox, ensuring maximum compactness and increasing the rigidity of the frame to improve handling and intuitive riding. The new position of the airbox also offers better access to the air filter, which can be easily removed and cleaned after every off-road ride. The rear trellis frame is sturdy and reliable and is a clear reference to Ducati’s styling tradition. It has been designed to offer easy access to the engine components, facilitating operations and reducing maintenance costs. The aluminium swingarm, on the other hand, has been developed specifically for the DesertX and ensures the necessary strength to tackle any obstacle. The braking system is by Brembo, with M4.32 monobloc calipers, new 305 mm discs, dedicated pads and an axial pump with a newly designed lever, offering the rider greater modulation off-road and improved lever feel, while maintaining optimal braking power for road use. The new braking system also allows even the most off-road-oriented enthusiasts to fit the high front mudguard without the need for additional kits. The new chassis guarantees better off-road performance while preserving the balance and precision on the road that have made the DesertX a benchmark in its segment. Easy for beginners and high-performing in the hands of professionals, the second generation DesertX is equipped with rear suspension with Full-floater progressive linkages, a solution that improves both comfort and off-road behaviour. Unlike a suspension without linkages, where force increases linearly throughout the stroke, this solution increases support as the suspension works, offering a softer response in the first phase and more sustained support when high stresses come into play. The new Kayaba fork is smoother and better absorbs rough terrain, and is equipped with independent hydraulic adjustments on both legs, offering more experienced riders the ability to more effectively customise the bike’s behaviour over obstacles. The 21-inch tubeless spoked wheels at the front and 18-inch wheels at the rear are fitted with Pirelli Scorpion Rally Street tyres in sizes 90/90 and 150/70, the best choice for all-round motorcycle use. However, those who want to enhance its off-road or on-road capabilities can choose alternative solutions in the Pirelli Scorpion range thanks to DesertX’s triple homologation. Off-road ergonomics The riding position is specialised, as befits a true off-road bike: wide handlebars, narrow between the legs, light and responsive. The new ergonomic triangle has been defined by moving the footpegs back and the seat and handlebars forward, resulting in a less seated position for the rider to improve sport riding on the road and control of the bike off-road. The new 18-litre polymer fuel tank is slimmer and lighter, facilitating movement in the saddle, and thanks to the protective crash pads, it is also very resistant in the event of typical low-speed falls during off-road use. In addition, its structure positions the fuel volume very low, thus reducing the height of the bike’s centre of gravity and enhancing its handling and manoeuvrability. The side panels are designed to complement body movements and feature a texture that increases grip and feel with the bike, making standing riding easy and fun. The front mudguard is positioned higher than on the previous model to provide greater clearance above the tyre and allow for more mud accumulation without blocking the front wheel when riding on heavy terrain. The horizontal dashboard, with the standard utility bar, frees up space in the upper part of the fairing to mount navigation instruments and offers greater visibility of the area immediately in front of the bike, allowing for more accurate identification of obstacles when riding standing up off-road. The new DesertX has a seat height of 880 mm, which can be reduced to 840 mm by adopting the lowered seat and suspension kit. Advanced electronics for total control The new Ducati DesertX is equipped with a latest-generation electronics package based on a 6-axis inertial platform and developed specifically for off-road use thanks to the experience of Ducati riders and testers. This system detects roll, pitch and yaw in real time, allowing for rapid, precise and calibrated intervention of all controls, such as Cornering ABS, Ducati Traction Control (DTC), Ducati Wheelie Control (DWC) and Engine Brake Control (EBC). Each of these can be adjusted to multiple levels of intervention, allowing the setup to be adapted to any situation, favouring performance in sport riding, on the road or off-road, or stability and safety in touring use. Each electronic control is specifically configured within the six predefined Riding Modes (Sport, Touring, Urban, Wet, and the two designed for off-road use: Enduro and Rally) to modify the behaviour of the DesertX according to the situation and can of course be modified by the rider to customise each mode according to their riding style. All information is displayed on the new, more comprehensive 5″ TFT dashboard, with a resolution of 800 x 480 and two USB ports as standard. The three display modes, Road, Road Pro and Rally, each with automatic switching from day to night display, are called Info Mode and can be selected using the petal joystick on the left block. Each mode displays the most relevant information for each context to maximise readability. In Road and Road Pro modes, the display gives evidence to the most important info for road riding, while in Rally mode, the display becomes a true navigation tool complete with tripmaster. The DesertX has four levels of Cornering ABS. Levels 1 and 2 are designed for specific off-road use, with level 1 dedicated to faster riders and level 2 allowing less experienced riders to become familiar with typical off-road manoeuvres, while reducing braking distance on dirt roads and ensuring the stability and safety criteria of our ABS. Levels 3 and 4 are optimised for road riding, offering maximum safety without ever being invasive. The ABS can be disabled for off-road use, in Enduro and Rally riding modes only. The new Ducati Quick Shift 2.0 makes gear changes more direct and precise, and with no external sensors, it is less exposed to impacts, mud and dust. Thanks to this advanced electronics, the DesertX is fun and safe to ride on the road and performs well off-road, where it offers a more modern riding experience and significantly superior performance compared to the previous model. Modern and essential, a true adventurer The DesertX is a modern and lightweight off-road bike, and its style communicates this at first glance, following the principle of form follows function. The front end, which is 20 mm lower, makes the bike more dynamic and lightweight. The side view of the bike, the cut of the fairing and the front light cluster reinterpret the concepts of the previous model in a more modern and dynamic way. Solutions such as the ducts that direct airflow to improve thermal comfort and the slimmer fuel tank protected by plastic covers make the bike more suitable for off-road use and enhance its aesthetics. The tail has a technical and minimalist design. It allows accessories such as an auxiliary tank, passenger grab rail and side case frames to be fitted, leaving all the most important technical elements of the DesertX visible, such as the progressive rear suspension. The lack of body panels and the design of the rear light further emphasise the bike’s off-road personality. Ducati Performance to enhance the DesertX For those who want to enhance the versatility, comfort or off-road performance of the DesertX, Ducati has developed a range of Ducati Performance accessories. The rear auxiliary tank improves range, increasing the total capacity by 8 litres, and is designed to be a first point of contact, thus protecting the most critical components of the bike in the event of a fall. The radiator guards and bull bar help make the DesertX even more unstoppable, while the larger plexiglass and reinforced hand guards improve comfort and protection for the rider. More traditional travellers will appreciate the capacity and robustness of the aluminium panniers with dedicated frames, while off-road adventure enthusiasts can choose the soft bag kit without frames, developed in collaboration with Mosko Moto. On the electronics front, accessories designed for everyday use are available, such as the Ducati Multimedia System (DMS) for Bluetooth connection with your smartphone, and the Turn-by-Turn navigator, for always connected riding. Sports enthusiasts will also appreciate the approved silencer with titanium liners and carbon end caps, developed in collaboration with Termignoni. Availability and colours The new Ducati DesertX will arrive in European dealerships in April 2026. Distribution will then continue in the United States in May, followed by Australia and Japan in June. Of course, for A2 licence holders, a version with power limited to 35 kW is available. #DucatiWorldPremiere2026 #Ducati2026 #desertX DesertX Livery Matte Star White Silk Main Standard Equipment V2 Engine, 890 cc Max Power: 110 HP @ 9,000 rpm Max Torque: 92 Nm @ 7,000 rpm Wet Weight no fuel: 209 kg 18L polymer fuel tank Dedicated monocoque chassis Dedicated trellis subframe 46 mm KYB upside-down fork, fully adjustable with independent settings on both legs, 230 mm wheel travel KYB monoshock, fully adjustable with remote preload adjustment, 220 mm wheel travel Dedicated double-sided swingarm with progressive link 15” x 21” tubeless spoked wheels at the front and 4.5” x 18” at the rear Front braking system with Brembo M4.32 radial calipers and dual 305 mm discs Pirelli Scorpion Rally Street 90/90 and 150/70 tyres Latest-generation electronic package with 6-axis Inertial Measurement Unit (6D IMU): switchable ABS with four levels of cornering functionality; Ducati Traction Control (DTC); Ducati Wheelie Control (DWC); Ducati Quick Shift (DQS) 2.0; Engine Brake Control (EBC) New petal-shaped joystick New 5″ full-TFT dashboard with 16:9 aspect ratio and 800 x 400 resolution Riding Modes (Sport, Touring, Urban, Wet, Enduro, Rally) Full-LED headlights with DRL and dynamic turn indicators (where homologated) Ready for Ducati Multimedia System (DMS), turn-by-turn navigation, Cruise Control Ducati Brake Light EVO The post DUCATI REVEALS ALL-NEW 2026 DESERTX ADVENTURE BIKE appeared first on Dirt Bike Magazine. 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On this week’s 2-Stroke Tuesday we give you a look at our 2001 Suzuki RM250 K-Dub Tribute project. This build started over two years ago and technically is still not done but we couldn’t hold in our excitement any longer! Tim Sharp did all the wrench turning on this project and we can’t thank him enough for his attention to detail. Our fearless leader “Ron $-Shot Lawson” did the honors in the studio so enjoy. We worked with a handful of Suzuki race team sponsors from 2001 like Lightspeed Carbon Fiber, Motul, Excel Rims, Michelin Tires, Pro Circuit, Mototass, Twin Air and Acerbis. Now because this is a tribute and not a replica project we also brought some new people into the mix that included Ride Engineering, Dubya USA, Superlite sprockets, Boyco Racing, ODI, AHM Factory Services, Specbolt, Gutts Racing and Throttle Syndicate topped the build off with an awesome retro graphics kit. The Ride Engineering complete clamps bolted right up to our stock frame with absolutely no issues and look amazing as you can see. The split style design brings some of that modern day technology to the table that can only benefit the overall handling of this 20 plus year old RM250. Pro Circuit was a big supporter of the 250cc Suzuki team when they were on two-strokes so we wanted to use their exhaust. They even found a silencer with a stinger on it just like the team used back in 2001. Blew our minds. Specbolt provided us with a complete Nikel Wurks bolt kit that really dresses up the bike, we highly recommend spending the money on new nuts and bolts when doing a project like this! AHM Factory Services handled all our suspension needs including the specialty coatings. Brandon and his crew made sure that the colors were as close to what team Suzuki ran back in the day and then added some addition bling as well. We don’t know how they made our clapped out suspension look so good. If you are building a Suzuki of any kind gold rims are the cherry on top. Dubya USA offers a stock rebuild wheel service that will leave you speechless. The factory team had crazy high dollar hubs that had light grey tint to them, Dubya did a light grey Cerakote, replaced all the bearings and then laced up a set of gold Excel rims using stainless steel spokes. The pictures don’t do the job they did justice! We again added some bling with new hardware from Specbolt, a aluminum rear sprocket from Superlite, DID chain, Lightspeed Carbon Fiber and wrapped it all up with some Michelin Starcross tires. Teddy Boyco from Boyco Racing in Orange County California took care of all our engine work using Pro X parts. Teddy has been around the motorcycle industry for a long time and his small shop in California does a huge amount of work for people nationwide . If you are having a crank rebuilt at your local shop and they are sending it out there is a good chance Teddy might be apart of that process. It looks so good we almost don’t want to ride it! We are now thinking some retro No Fear gear, Aria helmet, Scott goggles and Alpinestar boots just like K-Dub wore back in 2001 would be appropriate for the action photos. The post 2001 RM250 KEVIN WINDHAM TRIBUTE PROJECT: 2-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

CONE VALVE SUSPENSION STOCK! https://youtu.be/e-vkKPdMJ1I The post 2026 HUSQVARNA FC250 ROCKSTAR EDITION TEST (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Max Gerston won the 40th Tecate Enduro this weekend and it turned out to be one of the most difficult in recent years. The first loop was a little longer and tougher than usual and the temperature was unseasonably warm for the last day of February. Max’s entire 4-hour ride is recorded on his GoPro below. For more information and a history of the Los Ancianos MC, go to https://losancianos.com/  OVERALL RESULTS 1. Max Gerston 1st PRO 2. Ryan Wells 2nd PRO 3. Ivan Ramirez 3rd PRO 4. Sammy Montalvan 4th PRO 5. Arturo Salas Jr. 5th PRO 6. Justin Morgan 6th PRO 7. Nick Gabbert 1st OPN 8. Juan Reynoso 7th PRO 9. DJ Weber 8th PRO 10. Carlos Montalvan 1st VET 11. Gabriel Guardado 9th PRO 12. Quinn Cody 2nd OPN 13. Tucker Hopkins 10th PRO 14. Maximiliano Yee 3rd OPN 15. Dave Bower 1st SSEN 16. Albaro Ortiz 11th PRO 17. William Zak 1st SEN 18. Travis Epperson 2nd SSEN 19. Jacob Field 2nd SEN 20. Clint Bornholdt 4th OPN 21. Jake Kinney 2nd VET 22. Noah Fouch 5th OPN 23. Daniel Reynoso 3rd VET 24. Tom Bodrovics 6th OPN 25. Cory Pincock 7th OPN 26. Daniel Mendoza 8th OPN 27. Nick McGowan 4th VET 28. Marco Duran 9th OPN 29. Leed Lulis 10th OPN 30. Andrew Jolley 3rd SEN 31. Dustin Walcher 4th SEN 32. Carlos Casas Jr. 11th OPN 33. Norbii Chavez 12th OPN 34. Jack McGrath 1 th OPN 35. Ryan McCasland 14th OPN 36. Todd Jarman 5th SEN 37. Luis Aguilar Escobar 15th OPN 38. Jonathan Branscom 6th SEN 39. Nick Fouts 16th OPN 40. Kelly Gelhaus 3rd SSEN 41. Alberto Ruiz 4th SSEN 42. Kevin Sheftel 5th VET 43. Eric Fernando Duran 17th OPN 44. Aaron Rogers 18th OPN 45. Shawn Blair 19th OPN 46. Javier Ochoa 5th SSEN 47. Ryan McGhen 7th SEN 48. Dave Schreiner 6th SSEN 49. Bobby Russell 6th VET 50. Rik Smits 7th SSEN 51. Trevor Hoffman 20th OPN 52. Shane Reed 21st OPN 53. Jeremy Shoning 8th SSEN 54. Chito Aviles 7 th VET 55. Oscar Campbell 22nd OPN 56. Landon Stevenson 8th VET 57. Glen Labby 9th SSEN 58. Marco Antonio Higuera-sarabia 9th VET 59. Omar Duenas 8th SEN 60. Cody Stevenson 9th SEN 61. Eric Schettler 10 th SEN 62. Sergio Rojas 10 th VET 63. Don Simone 10 th SSEN 64. Thomas Brun 11 th SSEN 65. Michael Holder 12 nd SSEN 66. Josue San Sanchez Ramirez 11 th VET 67. Jeff Schneider 13 th SSEN 68. Peter Wysong 23 rd OPN 69. Ben Trapp 14 th SSEN 70. Grant Palenske 15 th SSEN 71. Manuel Gomez Sartie 24 th OPN 72. Jon Buckell 12 th VET 73. Jason Stewart 16 th SSEN 74. Cameron Hunt 25 th OPN 75. Dave Wonderly 17 th SSEN 76. Colin McLean 26 th OPN 77. Darren Fesco 11 th SEN 78. Ryan Baillargeon 12 th SEN 79. Erick Perpuly 13 th VET 80. Aaron Michel 27 th OPN 81. Alex Trapp 12 th PRO 82. Jake Paul 28 th OPN 83. Iram Josue Jaime 29 th OPN 84. Shilo One 30 th OPN 85. Polo Ramirez 31st OPN 86. Isaac Miller 32 th OPN 87. Uriel Paiz 33 rd OPN 88. Manuel Gomez Sr 14 th VET 89. Joe Greenwood 13 th SEN 90. Emilio Salazar 34 th OPN 91. Bryan Arias 35 th OPN 92. Gillermo De La Herran 18 th SSEN 93. Ross Baillargeon 14 th SEN 94. Lane Mount 19 th SSEN 95. Ryan Quinn 15 th VET 96. Floyd Chiles 16 th VET 97. Gabriel Larios 15 th SEN 98. Steve Malley 20 th SSEN 99. Mike Kellogg 21st SSEN 100. Mark Fitzsimmons 22 nd SSEN 101. Alek de la Rocha 36 th OPN 102. Caleb Bramsen 37 th OPN 103. Brea Core 17 th VET 104. Marco Olazaba 38 th OPN 105. Tina Stinson 16 SEN 106. Babriel Camarena 17 SEN 107. Moises Michel 39 OPN 108. Roberto Montero 18 VET 109. Beave McWeen 23 SSEN 110. Abel Burgueno 24 SSEN 111. Mo Hart 25 SSEN 112. Jen Swisher 18 SEN 113. Eloy Reyes 19 VET 114. Phil Apostolakos 26 SSEN 115. James Campbell 27 SSEN 116. Nickolas Hay 20 VET 117. Kenneth Helgeson 21 VET 118. Steve Grieb 1 SPT 119. Pete Murray 1 MST 120. Alessio Sasso 2 SPT 121. Gerardo Buelna Hale 3 SPT 122. Scott Magrane 2 MST 123. George Pennington 3 MST 124. Luke Lerdal 4 SPT 125. Max Drew 5 SPT 126. Brandyn Guich 6 SPT 127. Mike Tiffany 7 SPT 128. Steve Montana 8 SPT 129. Jose Mendoza 9 SPT 130. Dan Marshall 10 SPT 131. Larry Jamison 4 MST 132. Francisco Montalvan 5 MST 133. Tim Crowder 6 MST 134. Rob Chavez 7 MST 135. Sergio Heras 11 SPT 136. Guillermo Tovar 12 SPT 137. Oswaldo Hale 13 SPT 138. Robert Nantista 8 MST 139. Memo Hale 14 SPT 140. Jennifer Sheppard 1 WMN 141. Nancy Rutherford 2 WMN 142. Jackie Daily 3 WMN 143. Jaime De La Torre 9 MST 144. Rodrigo Medina 15 SPT 145. Jonathan Ethridge 16 SPT 146. Evan Dean 17 SPT 147. Alexandra Bender 4 WMN 148. Manuel De La Torre 10 MST 149. Johnny Esposito 18 SPT 150. Manuel Del Toro 19 SPT 151. Alejandro Esquer 20 SPT 152. Rigoberto Cabrera Jr 21 SPT 153. Eric Duran 22 SPT 154. Eliseo Sandoval 23 SPT 155. Sebastian Yanez 24 SPT 156. Dustin McCarthy 13 PRO 157. Alex Maitland 22 VET 158. Evan Duran 40 OPN 159. Aaron Pfadt 28 SSEN 160. John Sedberry 29 SSEN 161. Jorge Garcia 23 VET 162. Alan Julien 30 SSEN 163. Chris Mast 31 SSEN 164. Michael Windle 41 OPN 165. Shaun Ryan 19 SEN 166. Esteban Patron 42 OPN 167. Owen Ferro 20 SEN 168. Jeremy Wehmeyer 43 OPN 169. Juan Sanchotena 32 SSEN 170. Nathan Hudson 33 SSEN 171. Jimmy Beachamp #N/A LDG 172. Francisco Rosas 44 OPN 173. Ethan Morefield 24 VET 174. Mike Wilson 34 SSEN 175. Aldo Curiel 25 VET 176. Jack Lashchuk 45 OPN 177. Holger Dettman 21 SEN 178. Rey Heredia 35 SSEN 179. Adrian Mejia 46 OPN 180. Allen Washburn 36 SSEN 181. Emmanuel Lara 47 OPN 182. Alberto Oikion 22 SEN 183. Anna Cody 48 OPN 184. Jeff Cole 37 SSEN 185. Luis Esquivel 23 SEN 186. Luis Olazaba 49 OPN 187. James McGuire 26 VET 188. Hugo Gallardo 38 SSEN 189. Ivanhoe Ochoa 50 OPN 190. Marco Cornejo 24 SEN 191. Roman Ramirez 51 OPN 192. Luis Toral 25 SEN 193. Juan Andres Vidauri 27 VET 194. Esteban Vazquez Rehaag 28 VET 195. Aldo Rivera 52 OPN 196. Kevin Farrell 39 SSEN 197. Amanda Quinn 26 SEN 198. Martin Yanez 53 OPN 199. Ivan Estrada 27 SEN 200. Luis Guadarrama 25 SPT 201. Gerry Lattimer 11 MST 202. Landon Wilson 26 SPT 203. Carlos Alberto Hernandez 27 SPT 204. Oscar Hale 28 SPT 205. Eric Muhle 29 SPT 206. Massimo Sasso 12 MST 207. Javier Inda 30 SPT 208. Jeffery Engel 31 SPT 209. Cory Walcher 32 SPT 210. Hiram Duran 33 SPT 211. Michael Mongiello 34 SPT 212. Garret Fields 35 SPT 213. Julia Zavala 5 WMN 214. Roberto Pedroza 36 SPT 215. Jordan Eubanks 54 OPN 216. Ulises Fierro 29 VET 217. Jack Reed 55 OPN 218. Andrew Hursh 28 SEN 219. Rodolfo Patron 56 OPN 220. Ricardo Silva 57 OPN 221. Matthew Caraway 30 VET 222. Mitchel Sanchez 40 SSEN 223. Martin Gutierrez 58 OPN 224. Ever Gutierrez 59 OPN 225. James Sones #N/A LDG 226. Matt Heywood 60 OPN 227. Paul Day 41 SSEN 228. Garrett Zuest 29 SEN 229. Rene Montano 42 SSEN 230. Jacob Schwartz 61 OPN 231. Kent Harle 43 SSEN 232. Randy Bander 44 SSEN 233. Jim Turrell 45 SSEN 234. Douglas Truman 30 SEN 235. Daniel Eduardo Meza 31 VET 236. Carlos Orduno 32 VET 237. Felipe Venegas 62 OPN The post 2026 TECATE ENDURO RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Moose Racing Wild Boar in Palatka, Florida – round two of the 2026 Progressive Grand National Cross Country (GNCC Racing) Series, an AMA National Championship – served up a tough, fast-paced afternoon Pro race with fierce battles through the sand, trail and wooded terrain. Top riders would push themselves through the condition for every position. Coming through to take the overall win and overtake the points lead was FMF KTM Factory Racing’s Ben Kelley. Kelley would ride a smart, consistent race to take the overall win, leading much of the race and handling the challenging Florida course with precision. Grant Davis (FMF KTM Factory Racing) charges through the Wild Boar GNCC course, earning a hard-fought second overall. Photo: Mack Faint Kelley’s teammate, FMF KTM Factory Racing’s Grant Davis was hot on his heels majority of the day, making a pass at one point for the lead position, but falling back on the last lap. Davis would come through to cross the line second overall and in the XC1 Open Pro class as he continues to try and showcase his speed from the front row. Liqui Moly Factory Beta Racing’s Cody Barnes delivered a breakthrough performance at the Wild Boar GNCC, earning his first-career overall podium in the premier XC1 Open Pro class with a hard-fought third place finish. As the Florida sand whoops and tight wooded sections began to take their toll, the former XC2 front-runner maintained a smooth, calculated pace, capitalizing on clean lines and minimizing mistakes while others faltered. Battling seasoned veterans throughout the three-hour grind, Barnes held steady under pressure to secure the final podium spot. Cody Barnes (Liqui Moly Factory Beta Racing) put in a great ride, battling at the front and earning third overall at the end of the grueling three-hours. Photo: Mack Faint Just outside of the podium, Phoenix Racing Honda’s Michael Witkowski claimed fourth overall on the day with an aggressive pace, while Liqui Moly Factory Beta Racing’s Josh Strang worked his way to fifth overall in Florida in a hard-fought effort. AmPro Yamaha’s Kailub Russell continued his charge with a solid sixth overall through the sandy Florida terrain, and Liqui Moly Factory Beta Racing’s Jhak Walker impressed with a seventh overall and a class-leading ride in the XC2 250 Pro class. Walker would celebrate a major career milestone as he earned his first career XC2 250 Pro class win, after putting together a composted and aggressive ride from the drop of the green flag. Rockstar Energy Husqvarna Factory Racing’s Craig Delong would battle throughout the duration of the race to take eighth overall at round two, while Phoenix Racing Honda’s Jordan Ashburn grabbed ninth overall through the rough Florida course. Rocky Mountain/Red Bear/Kawasaki’s Grant Baylor rounded out the top 10 overall finishers after a gritty performance throughout the three-hour race. Jhak Walker (Liqui Moly Factory Beta Racing) earned his first-ever XC2 250 Pro class win at the Wild Boar GNCC. Photo: Mack Faint Rounding out the top three XC2 250 Pro class finishers were Race Craft Off-Road/Husqvarna’s Brody Johnson and Kari Resources/Triumph Racing’s Jack Edmondson. Both Johnson and Edmondson would continue to push throughout the race, making the necessary moves through the pack to put themselves into the podium contention as the checkered flag flew. Taking home the Top Amateur honors at round two in Florida was 250 A class winner, Lane Whitmer as he came through to take the class win and finish 14th overall on the day. Coming through 17th overall, earning himself second on the Top Amateur podium was Jiggs Fustini who also earned the 4-Stroke A Lites class win. Colton Shields would round out the top three Top Amateur finishers as he clinched second in the 250 A class and placed 18th overall on the day at round two. Brandy Richards (FMF KTM Factory Racing) battled back through the Florida trails, earning the WXC class win at round two. Photo: Mack Faint On Sunday at the Moose Racing Wild Boar GNCC in Palatka, Florida, the WXC class delivered an intense battle through the sand and wooded trails, with FMF KTM Factory Racing’s Brandy Richards coming out on top to take the class win, showcasing speed and consistency over the challenging course. Just behind her, Rockstar Energy Husqvarna Factory Racing’s Korie Steede rode a strong race to secure second place, keeping pressure on Richards throughout the event. Rounding out the podium in third was AmPro Yamaha’s Danielle McDonald, who fought hard to her first top three finish of the season in the ultra-competitive WXC field. Over 160 Women and Girls would compete throughout the weekend at the Moose Racing Wild Boar GNCC within the Micro, Youth, AM and PM races. As the Youth Bike race got underway it was Hunter Hawkinberry grabbing the early lead and holding that number one position for the duration of the race, earning himself his first overall youth and YXC1 Super Mini Sr. (14-15) class win of the season. Fighting for a top position for majority of the race was Phillip Arnold as he came through to finish second overall and in the YXC1 class. Caleb Johnson would round out the top three overall youth bike finishers as he came back from a fifth place start on the day. Hunter Hawkinberry grabbed the Bike Youth Overall win in the sandy Florida terrain. Photo: Mack Faint The YXC2 Super Mini Jr. (12-13) class win would go to Jase Jackson out of Ohio, while Evan Porter picked up the 85 Big Wheel (14-15) class win and Dylan Bott came through to earn the 85 Big Wheel (11-13) class win. In the 85 (12-13) class it was James Razor earning the win, while 85 (11) class win went to Tripp Lewis and Kane Morrison would earn the 85 (7-10) class win. In the 65 (10-11) class it was Reed Lokker earning the class win, while Hudson Bott earned themselves the 65 (9) class win and Carson Zink would take home the 65 (7-8) class win. In the Girls Super Mini (12-16) class win it was Vaida Lavergne earning her second straight class win, while Aubrey Tsakanikas also grabbed her second victory in the Girls 85 (7-13) class and Matilda Revoyr took her first win of the season in the Girls 65 (7-11) class win. Emilee Bott would come through to try racing in the Trail Rider (7-15) class and would earn the win. On Saturday, the Overall Micro Bike win went to Peyton Austin as he came through to also take home the MXC1 (8-9) class win, while Ryder Baricska battled throughout to take home second overall and in the MXC1 class. Bennett Edmunds would round out the top three micro bike finishers. Carson Zink would come through in the MXC2 (6-8) class and take home the win at round two. The 50 Sr. 1 (7) class saw Kolt Morrison take the win, while Landon Babineau takes the 50 Sr. 2 (6) class win. Weston Rose would earn the 50 Jr. 1 (6-7) class win, and Kanton Lanier would take home the 50 Jr. 2 (4-5) class win in Florida. Rylee Huff earned the Girls (6-9) class win, Macklin Freeman would earn the Micro-E1 (7-8) class win, Jagger Weston would earn the Micro-E2 (4-6) class win, Brody Bown earned the Micro-E3 (4-6) class win, and Wake Taylor earned the Micro (4-6) Shaft Drive class. Hudson Hart came through to earn the Trail Rider (6-9) class win. For more information on the GNCC series, visit the official website at www.gnccracing.com or call (304) 284-0084. Join the conversation on the series Facebook page, follow us on Twitter and Instagram, and be sure to always hashtag #GNCC. Overall Event Results: Ben Kelley (KTM) Grant Davis (KTM) Cody Barnes (BET) Michael Witkowski (HON) Josh Strang (BET) Kailub Russell (YAM) Jhak Walker (BET) Craig Delong (HQV) Jordan Ashburn (HON) Grant Baylor (KAW) Overall National Championship Standings: Ben Kelley (42) Jordan Ashburn (37) Jonathan Girroir (30) Michael Witkowski (29) Craig Delong (28) Grant Davis (25) Cody Barnes (21) Nicholas DeFeo (21) Liam Draper (21) Jhak Walker (20) The Overall National Championship Standings will determine the 2025 National Champion. XC1 Open Pro Event Results: Ben Kelley (KTM) Grant Davis (KTM) Cody Barnes (BET) Michael Witkowski (HON) Josh Strang (BET) Kailub Russell (YAM) Craig Delong (HQV) Jordan Ashburn (HON) Grant Baylor (KAW) Liam Draper (YAM) XC2 250 Pro Event Results: Jhak Walker (BET) Brody Johnson (HQV) Jack Edmondson (TRI) Gavin Simon (HQV) Philippe Chaine (KTM) Landon Lynn (KTM) Jason Tino (KTM) Christopher Parris (HON) Nicholas DeFeo (KAW) Philippe Dagenais (TRI) The post 2026 WILD BORE GNCC RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Let’s be up-front about it: every decent human being loves two-stokes. If you actually find someone who trash-talks the great bikes of the ‘90s, stay away. He’s off his meds and might be dangerous. Today, these bikes comprise a comparatively small piece of the market, especially in motocross. Thankfully companies like Beta keep the flame alive. The 250RX is the first brand-new 250cc two-stroke motocross bike in, like, 100 years. It joins the Yamaha YZ250 and the Austrian gang of three to make it a real class once again. The Beta 205RX sells for $9690. To be fair, the 250RX isn’t completely new and it technically replaces another model. The 300RX was a great bike in its own right, but it created a problem. It didn’t qualify for the 250 class (mostly a thing in Europe) and it didn’t have enough sheer horsepower to outgun the bored-and-stroked Yamahas that populated the Open Pro class in the Two-Stroke championships. So, two bikes replaced the 300RX: a 350RX and the bike you see here; the new 250RX. To see a video on the 350RX, click here. Pete Murray on the 2026 Beta 250RX We loved the 350, but to be honest, it wasn’t as sweet as the old 300. That’s why we were looking forward to the 250. Horsepower is great for winning races but rarely makes a bike more fun to ride. We love it! The 250’s power delivery is just soft enough down low to put the fun back into the game. In the middle and top, it makes decent power and it’s definitely a little pipey compared to the 350s. That’s just part of the fun. When it comes to outright racing, there’s no question that the 350 is going to come out on top. The same horsepower that makes the 350 a little intimidating makes it a better racer in the hands of an intermediate or pro. But we have to back up a little and explore why we’re drawn to two-strokes in the first place. It isn’t about motocross, at least not at the pro level. It’s about everyday riders who ride for fun and that’s where the 250RX excels. For more on this bike, check out the May, 2026 print edition of Dirt Bike. In a direct comparison with the Yamaha YZ250 two-stoke, the Beta comes in with more of a sportsman focus. The power delivery is softer and the whole package is less rigid. HAPPY BIRTHDAY HONDA XR400R Spud Walters raced the Honda XR400R in the Four Stroke Nationals with some success prior to the arrival of the YZ400F. Yes, it’s been 40 years since the Honda XR400R was released. It only lasted six years in production, but what a six years stretch that was. The bike made big waves when it arrived, but it had the unfortunate timing of preceding the Yamaha YZ400F by just a short time. In the May print edition of Dirt Bike, we will be featuring a retrospective on the life and times of the Honda XR400R. That’s me on the Honda XR400R at the 1996 ISDE in Finland. Steve Berkner shot this on the warm-up loop prior to impound. The bike was more or less designed for Scott Summers, but he wasn’t impressed. He loved his 600 too much. STEVE LAMSON IN SPAIN Also from the wayback machine is his amazing shot of Steve Lamson at the 1996 MX des Nations in Spain. This jump was so big that the promoters took it out after practice. Only the Americans would jump it. I believe it’s a Luc Verbeke shot. –Ron Lawson The post RIDING THE BETA 250RX 2-STROKE MX BIKE: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Eli Tomac earned an unprecedented eight victory at the Daytona Supercross on Saturday. His first came in 2016, and he now has three more than previous record holder Ricky Carmichael. The race started with points leader Hunter Lawrence pulling the holeshot, but being passed shortly by Ken Roczen. Tomac eventually passed everyone, although Lawrence took back the runner-up position and remained within striking distance all the way home. Lawrence still leads the 450 standings by one point. In the 250 East division it was a clean victory for Seth Hammaker, although Cole Davis recovered from a mid-pack start to apply pressure in the final laps. For extended coverage of the 2026 Supercross season click here.  450 MAIN 1. Eli Tomac 2. Hunter Lawrence (HS) 3. Ken Roczen 4. Cooper Webb 5. Joey Savatgy 6. Aaron Plessinger 7. Garrett Marchbanks 8. Shane McElrath 9. Justin Hill 10. Malcolm Stewart 11. Colt Nichols 12. Justin Cooper 13. Christian Craig 14. Vince Friese 15. Grant Harlan 16. Cole Thompson 17. Jordon Smith 18. Freddie Noren 19. Tristan Lane 20. Mitchell Harrison 21. Scott Meshey 22. Dylan Ferrandis 250 EAST MAIN 1. Seth Hammaker (HS) 2. Cole Davies 3. Pierce Brown 4. Jo Shimoda 5. Daxton Bennick 6. Coty Schock 7. Nate Thrasher 8. Jalek Swoll 9. Cullin Park 10. Devin Simonson 11. Caden Dudney 12. Izaih Clark 13. Henry Miller 14. Valentin Guillod 15. Marshal Weltin 16. Landon Hartz 17. Derek Kelley 18. Jeremy Hand 19. John Short IV 20. Gavin Towers 21. Evan Ferry 22. Drew Adams 450 HEAT 1 1. Eli Tomac (HS) 2. Cooper Webb 3. Ken Roczen 4. Aaron Plessinger 5. Shane McElrath 6. Jordon Smith 7. Dylan Ferrandis 8. Cole Thompson 9. Freddie Noren 10. Mitchell Harrison 11. Grant Harlan 12. Ayden Shive 13. Zack Williams 14. Bobby Piazza 15. Cory Carsten 16. Robert Fitch 17. Preston Taylor 18. Caio Lopes 19. Brandon Pederson 20. Logan Leitzel 450 HEAT 2 1. Hunter Lawrence (HS) 2. Joey Savatgy 3. Justin Cooper 4. Malcolm Stewart 5. Garrett Marchbanks 6. Christian Craig 7. Colt Nichols 8. Tristan Lane 9. Vince Friese 10. Justin Hill 11. Justin Starling 12. Kevin Moranz 13. Scott Meshey 14. Josh Cartwright 15. Cheyenne Harmon 16. Austin Cozadd 17. Josh Greco 18. Addison Emory IV 19. Jared Lesher 20. Ricci Randanella 250 HEAT 1 1. Pierce Brown 2. Nate Thrasher (HS) 3. Cole Davies 4. Coty Schock 5. Caden Dudney 6. Derek Kelley 7. Evan Ferry 8. Gavin Towers 9. Valentin Guillod 10. Jeremy Hand 11. Landon Hartz 12. Ryder Floyd 13. Russell Buccheri 14. Kyle Peters 15. Carter Malcolm 16. Hayes Edwards 17. Jack Rogers 18. Luke Clout 19. CJ Benard 20. Aidan Dickens 250 HEAT 2 1. Drew Adams 2. Jo Shimoda 3. Seth Hammaker 4. Daxton Bennick (HS) 5. Cullin Park 6. Izaih Clark 7. Devin Simonson 8. Jalek Swoll 9. John Short IV 10. Bryton Carroll 11. Henry Miller 12. Bryce Shelly 13. Marcus Phelps 14. Jace Kessler 15. Jonathan Getz 16. Marshal Weltin 17. Luca Marsalisi 18. Vinny Luhovey 19. Hamden Hudson 20. Gage Stine 450 STANDINGS 1. Hunter Lawrence 171 2. Eli Tomac 170 3. Ken Roczen 151 4. Cooper Webb 151 5. Chase Sexton 122 6. Justin Cooper 122 7. Joey Savatgy 112 8. Aaron Plessinger 95 9. Dylan Ferrandis 87 10. Jason Anderson 84 11. Malcolm Stewart 75 12. Justin Hill 74 13. Jorge Prado 73 14. Christian Craig 67 450 STANDINGS 1. Hunter Lawrence 171 2. Eli Tomac 170 3. Ken Roczen 151 4. Cooper Webb 151 5. Chase Sexton 122 6. Justin Cooper 122 7. Joey Savatgy 112 8. Aaron Plessinger 95 9. Dylan Ferrandis 87 10. Jason Anderson 84 11. Malcolm Stewart 75 12. Justin Hill 74 13. Jorge Prado 73 14. Christian Craig 67 16. Shane McElrath 55 17. Garrett Marchbanks 39 18. R.J. Hampshire 38 19. Vince Friese 32 20. Mitchell Harrison 24 21. Grant Harlan 16 22. Kevin Moranz 15 23. Austin Forkner 12 24. Tristan Lane 10 25. Jordon Smith 8 26. Freddie Noren 8 27. Cole Thompson 6 28. Mitchell Oldenburg 6 29. Ty Masterpool 4 30. Josh Cartwright 4 31. Scott Meshey 1 32. Justin Barcia 1 33. Ryan Breece 1 250 EAST STANDINGS 1. Pierce Brown 45 2. Seth Hammaker 43 3. Jo Shimoda 40 4. Cole Davies 39 5. Daxton Bennick 37 6. Coty Schock 31 7. Cullin Park 27 8. Devin Simonson 27 9. Nate Thrasher 26 10. Caden Dudney 20 11. Drew Adams 16 12. Henry Miller 16 13. Derek Kelley 15 14. Jalek Swoll 13 15. Kyle Peters 12 16. Jeremy Hand 12 17. Izaih Clark 10 18. Valentin Guillod 8 19. Marshal Weltin 7 20. John Short IV 7 21. Landon Hartz 6 22. Luke Clout 6 23. Luke Neese 5 24. Bryton Carroll 3 25. Bryce Shelly 2 26. Gavin Towers 2 27. Evan Ferry 1 The post 2026 DAYTONA SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Yamaha used Daytona Bike Week as he backdrop for the announcement of its most serious venture into the ADV world with the new Ténéré 700 World Raid. Here is the official press release: Yamaha Motor Corp., USA, is bringing its highly anticipated adventure motorcycle, the Ténéré 700 World Raid, to the United States. Built for riders seeking the longest, most challenging journeys, the 2026 Ténéré 700 World Raid expands Yamaha’s Adventure Touring (ADV) lineup with premium upgrades, new components and the latest technology, elevating the Dakar-bred long-distance adventure-tourer to new horizons. KEY DETAILS Yamaha’s 2026 Ténéré 700 World Raid is coming to the U.S. Yamaha Chip Controlled Throttle (YCC-T) with two power modes, 6-axis IMU and lean-sensitive traction control, slide control and ABS add flexibility to every ride One-piece seat, dual tanks and updated bodywork enable more freedom of movement Upgraded suspension, strong steel frame, new steering damper and ergonomic updates elevate the riding experience and provide better comfort and performance both on- and off-road. POWER AND CONTROL The latest iteration of Yamaha’s acclaimed 689cc CP2 twin engine offers linear, useable torque and precise control suited to adventures both on- and off-road. To make the best use of the power from the CP2 engine, the Ténéré 700 World Raid utilizes the Yamaha Chip Controlled Throttle (YCC-T) with two power modes: ‘Sport’ mode for dynamic power delivery on spirited road rides, and ‘Explorer’ for smoother throttle reaction in off-road sections or on wet surfaces. Riders can switch between the power modes on the go, with closed throttle, from the handlebar switchgear. The Ténéré 700 World Raid is equipped with a 6-axis IMU (Inertial Measurement Unit). It constantly measures the machine’s acceleration and angular velocity to determine forces affecting the bike. The lean-sensitive Traction Control System (TCS) and Slide Control System (SCS) both use data from the IMU to adjust the engine power and control the amount of traction and slide the rider has selected to use. Both systems feature three modes – STREET, OFF-ROAD and OFF – to give riders the option to select the level of system support, and to achieve optimum levels of traction and slide whether riding on- or off-road. For ABS/Brake Control, there is a dedicated button to select between ABS modes. When ABS is switched ON, Brake Control can be enabled to provide cornering ABS, while the off-road focused REAR OFF and OFF modes allow either the rear or both wheels to lock for full off-road control. Strong stopping power and excellent braking consistency are achieved with steel-braided brake lines that run to the Brembo front callipers paired with large 282mm brake discs. 2026 Ténéré 700 World Raid Off-Road 2026 Ténéré 700 World Raid Adventure Motorcycle BUILT TO GO FURTHER The 2026 Ténéré 700 World Raid features enhanced ergonomics and technology to make long-distance adventures more exhilarating and comfortable while the large dual fuel tanks ensure the ride is not cut short. The new fuel tank assembly consists of two connected aluminum fuel tanks with a total capacity of 6.1 gallons (1.8 gallons more than the Ténéré 700) providing around 300 miles of range. Separate tanks reduce the effect of fuel movement improving handling, while the low position of the fuel pump contributes to a more centralised weight distribution. A one-piece rally-style seat makes it easy to transition from sitting to standing or move from front to rear, offering the rider greater freedom of movement and strengthening the ADV nature of the machine. Adding to rider comfort, a new windscreen and easily removable side deflectors provide high levels of wind and weather protection. For highway cruising, the 2026 Ténéré 700 World Raid is equipped with Cruise Control, along with a switchable and adjustable Speed Limiter to make adhering to speed limits effortless. Large footpegs provide high levels of control and grip, with removable rubber inserts to provide extra comfort for long highway journeys. The Ténéré 700 World Raid is also ready to be fitted with the optional up and down quickshifter, for seamless shifting on any journey. ON-ROAD OR OFF-ROAD The Ténéré 700 World Raid adds nearly an inch of wheel travel in both the front (230mm/9.1 inches) and rear (220mm/8.6 inches) from the standard Ténéré 700. The fully adjustable KYB suspension package provides control and comfort in demanding off-road conditions as well as absorbing bumps and potholes on the road. At the front, high-grade aluminum triple clamps and upside-down forks with preload, compression and rebound adjustment offer optimised rigidity and feel. The forks now feature larger 46mm diameter inner tubes, up from 43mm, but the total weight of the front fork assembly remains the same. With Kashima coating, friction and abrasion have been minimised, and revised spring and damping specifications improve shock absorption and tire contact with the ground, resulting in greater rider comfort and confidence. In extreme riding situations, suspension bottoming is also reduced. The fully adjustable linked-type KYB Monocross rear suspension has also been upgraded. It now provides improved performance in demanding off-road conditions thanks to the increased shock stroke (+5mm to 106mm), and a specifically designed linkage contribute to more progressive suspension. The aluminum shock body is lightweight and ensures heat dissipation, while the piggyback reservoir offers extra oil capacity to ensure the damper performs well under all conditions. With the suspension enhancements, more than half-an-inch of ground clearance is added from the standard Ténéré 700, bringing total clearance to 255mm/10-inches. For best performance both on- and off-road, spoked aluminum wheels (21-inch front, 18-inch rear) run the Pirelli Scorpion Rally STR tires with 50/50 on-road and off-road behavior, providing high levels of grip on both dry and wet roads, strong agility and good stability at higher speeds, traction in off-road situations and reduced road noise. A 16-step adjustable steering damper provides a wide range of feel and feedback to the rider, with the option to dial up damping for more support in off-road riding. The impact of riding in ruts, bouncing over potholes or experiencing strong side winds is transmitted to the handlebars more gently, resulting in better rider comfort and confidence, and reduced fatigue on long adventure trips. STAY CONNECTED A premium 6.3-inch full-color TFT display is vertically positioned to offer the best visibility for the rider whether sitting or standing. The display offers three theme options – STREET, EXPLORER and RAID – focusing on specific information to suit different riding styles and environments. Ergonomic handlebar switches enable the rider to easily and effortlessly use the controls and make adjustments to the bike on the go. Key information is displayed in all themes, including speed, engine rpm, fuel level, average fuel consumption, gearshift indicator, coolant temperature, ambient temperature, odometer, trip meter and time. With analog elements, the STREET theme is the closest to the classic Ténéré look. The EXPLORER theme is crafted for off-road riding with all the essential information accessible at a single glance in a refined and modern dynamic digital style. The RAID theme includes two large trip meters in a roadbook-inspired design. The 2026 Ténéré 700 World Raid connects to mobile devices over Bluetooth, allowing riders to make calls, listen to messages and emails, and enjoy music. The free Yamaha MyRide app enables the bike to sync with iOS or Andriod devices. It enables phone controls and Google-powered turn-by-turn navigation on the TFT display, tracks and stores every route covered, and enables users to create their own story and add pictures which can be shared on social media. MyRide also allows users to review all riding statistics including total distance, elevation, top speed, average speed, acceleration and lean angle to compare with fellow riders. 2026 Ténéré 700 World Raid TFT Display RAID Theme TOP FEATURES Large-capacity dual fuel tanks with centralized weight distribution Six-axis IMU with Lean-sensitive Traction Control, Slide Control, and ABS Fully adjustable 46mm KYB® forks and high-spec KYB rear suspension Ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) System with two power modes Cruise Control and selectable Speed Limiter Long-distance rider comfort and weather protection features New adjustable steering damper for improved comfort and reduced fatigue Large 6.3-inch full-color vertical TFT display with Raid theming New four-beam rectangular LED headlight unit offers excellent illumination Renowned 689cc liquid-cooled twin-cylinder CP2 engine 2026 Ténéré 700 World Raid – Redline White 2026 Ténéré 700 World Raid – Midnight Black COLORS, AVAILABILITY AND PRICE The 2026 Ténéré 700 World Raid comes in Redline White and Midnight Black colorways and are branded with premium emblems and decals. It will be available from U.S. dealers in May starting at $12,999 MSRP. It will join Yamaha’s Adventure Touring lineup alongside the standard Ténéré 700, which returns for 2026 unchanged, available in Team Yamaha Blue and Tech Titanium in March for the same starting price of $10,999 MSRP. YAMAHA GENUINE ACCESSORIES Genuine Yamaha accessories make it easy to personalize the Ténéré 700 World Raid for any specific usage and preference. While several 2025 and 2026 Ténéré 700 accessories are compatible, model-specific accessories for the 2026 World Raid will also be available, such as a front guard, skid plate, radiator guard, side grip pads, lowering kit, panel guard and fog light bracket. The post NEW YAMAHA ADVENTURE BIKE REVEALED appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2026 YAMAHA YZ250F https://youtu.be/5ZteTPPJxe0 The post 2026 YAMAHA YZ250F TEST (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The final installment in the 2026 Buyer’s Guide anthology has arrived! More than 80 street-legal, dirt-capable two-wheel toys are all rounded up in the latest issue of Dirt Bike Magazine, on newsstands now. Don’t say we never did nothin’ for ya. Also check out more bike tests, projects and features on all things with license plates in this special issue. SUBSCRIBE TO DIRT BIKE MAGAZINE here and get one sent right into your mailbox every month. Or grab a digital subscription for only $9.99/year. TESTS BETA 500RS DUAL-SPORT Absence, they say, makes the heart grow fonder. But, when one of the world’s greatest dual-sport bikes is gone for a year, that’s heart attack material. KTM 690 ENDURO R Is it an enduro bike? Is it an adventure bike? Is it a dual-sport? Yes. The 690 Enduro is a bike that morphs into anything you like, depending on where you point it. KOVE 800X RALLY No matter what you think about Chinese motorcycles, the Kove 800X Rally is here to prove you wrong. It’s a bike that will doubtlessly soon be cloned—by the rest of the world. YAMAHA TW200 Forty years ago, some Yamaha engineers drank too much sake one night and dreamed up the TW200. Genius can sometimes take on some very strange forms. PROJECTS & FEATURES HUSQVARNA NORDEN HERITAGE EDITION What’s that, you say? There’s no such thing as a Heritage Edition of the Husqvarna Norden adventure bike? There is now. PROJECT BIKE SPOTLIGHT For the most part, buying a modern dual-sport bike is like having a Lego set without instructions. You know how it’s supposed to look, just not how to get there. Here’s one take on how to do it. DUAL-SPORT BIKE BUYER’S GUIDE It takes a great deal of effort to offer a legitimate dual-sport bike in the U.S. The key word is “legitimate.” These are the manufacturers who did it right. ADVENTURE BIKE BUYER’S GUIDE We don’t know the exact definition of the term “adventure bike,” but we know one when we see it. Here are over 50 examples. MERCHANTS OF ADVENTURE A good adventure on a motorcycle is something you’ll remember for years to come. A bad one is too. Bringing the right equipment can make the difference between the two. DUAL-SPORT, 1990 Once upon a time, dual-sport bikes weren’t necessarily good dirt bikes. This is a snapshot of the bad old days from the pages of the November 1990 issue of Dirt Bike. DEPARTMENTS SADDLE The TW Capers FOCUS POINTS RAW FILES RIDERS WRITE ROOST SUBSCRIPTION INFO NEW PRODUCTS BACK IN THE DAY ON THE COVER: Are you ready for adventure? You better be, because 2026 is heading in some uncharted directions. The post WHAT’S INSIDE? DIRT BIKE MAGAZINE MARCH 2026 ISSUE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

ALL THE BELLS AND WHISTLES / KTM450SXF FACTORY EDITION https://youtu.be/HKT_j5qiqXE The post 2026 1/2 KTM 450SXF FACTORY EDITION TEST (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Roger DeCoster has mentored more motocross champions than any man in history. His own racing record is incredible. Beyond his five 500cc World Motocross Championships, he was a member of more winning Motocross (and Trophy) des Nations teams than any rider, of any country. Then he led the U.S. team to a record string of des Nations victories as manager. He was an architect of the Team Honda domination in the ’80s, then managed U.S. Suzuki’s most successful years in racing. Now he oversees both team Redbull KTM, factory GasGas and Rockstar Husqvarna, laying the framework for their current success. No other single man has done so much to shape the history of motocross in the world. In the June, 1996 issue of Dirt Bike, he wrote down the 10 golden rules for success in motocross that he tried to instill in every rider under his guidance. Here they are: 1. KNOW WHAT YOU WANT No one ever became a motocross champion by accident. In fact, no one ever won a race by accident. It takes planning, strategy and goals to get there. The emphasis is on goals. “That’s easy,” someone is thinking right now. “My goal is to be the best motocrosser in the world.” That’s a big first step. You might want to break that down a little. … read more 2. WATCH AND LEARN If you want to win, act like a winner. It sounds obvious, but even riders at the top levels can improve their technique by watching other riders and imitating certain aspects of their riding style. What do you think the 125 riders are doing when the 250 riders are on the track at a supercross? Watching. If you are taking a rest break after practice, you can just as easily watch the track, especially in areas you are having difficulty. Here are some things to watch: … read more 3. MAKE IT FUN There are a zillion different ways to train. There’s running, bicycling, weight training, racquetball, basketball and a whole wealth of other balls. All of that is fine, but never forget that the best training for motocross is motocross. The problem is that you need to ride more frequently than you race. … read more 4. TRAIN SMART Jeff Stanton, Jeff Ward, John DeSoto, Mark Barnett, Johnny O’Mara. Sure, they all were fast, but they also were riders who knew the value of training. Basically that’s true of almost any rider who made an impact on the sport. On the other hand, the history of motocross is full of riders who had the speed and the skill, but didn’t have the endurance. ... read more 5. KNOW YOURSELF You are generally the last person to know something about yourself. Riders can let the most obvious things go by unnoticed–sometimes it’s because of ego, sometimes it’s because they just aren’t paying attention. … read more 6. EAT, DRINK AND BE READY Computer guys have a saying: GIGO. It stands for garbage in, garbage out. Human beings aren’t that different from machines. They need fuel. If you give them poor fuel, they run poorly. The biggest difference is that a computer will start producing quality output from the first moment it gets good input. Humans are much more fickle. … read more 7. PREPARE YOUR BIKE I will be the first to admit it. It’s good to be a factory rider. When you don’t have to worry about the bike being ready, you automatically have a big advantage. … read more 8. DIAL IT IN Today’s motorcycles are good. They have come a long way from the days when the buyer had to finish manufacturing them. Even so, the bike you buy isn’t perfect. It can’t be, because the people who made it don’t know you. … read more 9. RACE WITH YOUR HEAD Of all types of racing, motocross is fairly pure. The gate drops, and the guy who goes the fastest wins. Other forms of racing, like enduro timekeeping, are more strategy than speed. Some types of bicycle racing are a virtual chess match, and NASCAR is a war won with smart pit stops and tire selection. Even in motocross, though, you can’t just twist the throttle and hope for the best. Here are some tips for a smart race. ... read more 10. BE A GOOD INVESTMENT Every kid in the world wants to know how to land that big sponsorship. They spend a lot of time thinking about what a sponsor can do for them. It helps if you turn it around. Think about what you can do for a sponsor. … read more The post DECOSTER’S 10 GOLDEN RULES–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Hunter Lawrence secured his first 450 Supercross overall win in Dallas this weekend at AT&T Stadium. He did it the hard way, too, overcoming the best that Cooper Webb, Ken Roczen and Eli Tomac had to offer and will carry the red plate of the points leader for yet another week. Dallas also marked the first race for the 250 East division where Pierce Brown held off an amazing back- from-injury performance from Jo Shimoda to take the win. For extended coverage of the 2026 Supercross season click here. 450 MAIN 1. Hunter Lawrence 2. Eli Tomac 3. Cooper Webb (HS) 4. Ken Roczen 5. Justin Cooper 6. Chase Sexton 7. Joey Savatgy 8. Aaron Plessinger 9. Christian Craig 10. Dylan Ferrandis 11. Malcolm Stewart 12. Justin Hill 13. Shane McElrath 14. Colt Nichols 15. Vince Friese 16. Mitchell Harrison 17. Kevin Moranz 18. Tristan Lane 19. Jordon Smith 20. Joshua Cartwright 21. Jason Anderson 22. Garrett Marchbanks 250 EAST MAIN 1. Pierce Brown 2. Jo Shimoda (HS) 3. Daxton Bennick 4. Seth Hammaker 5. Cole Davies 6. Drew Adams 7. Coty Schock 8. Devin Simonson 9. Cullin Park 10. Kyle Peters 11. Nate Thrasher 12. Derek Kelley 13. Caden Dudney 14. Jeremy Hand 15. Henry Miller 16. Luke Clout 17. Luke Neese 18. John Short IV 19. Bryton Carroll 20. Bryce Shelly 21. Jalek Swoll 22. Marshal Weltin 450 HEAT 1 1. Ken Roczen (HS) 2. Jason Anderson 3. Malcolm Stewart 4. Dylan Ferrandis 5. Christian Craig 6. Justin Cooper 7. Shane McElrath 8. Jordon Smith 9. Vince Friese 10. Tristan Lane 11. Justin Starling 12. Joshua Cartwright 13. Zack Williams 14. Cheyenne Harmon 15. Freddie Noren 16. Cory Carsten 17. Scotty Wennerstrom 18. Charles Tolleson IV 19. Brandon Pederson 20. Austin Cozadd 450 HEAT 2 1. Hunter Lawrence (HS) 2. Joey Savatgy 3. Eli Tomac 4. Cooper Webb 5. Aaron Plessinger 6. Chase Sexton 7. Garrett Marchbanks 8. Justin Hill 9. Mitchell Harrison 10. Scott Meshey 11. Colt Nichols 12. Cole Thompson 13. Grant Harlan 14. Kevin Moranz 15. Robbie Wageman 16. Logan Leitzel 17. Josh Greco 18. Bobby Piazza 19. Ronnie Orres 20. Preston Taylor 250 EAST HEAT 1 1. Cole Davies 2. Nate Thrasher 3. Jalek Swoll 4. Caden Dudney (HS) 5. Cullin Park 6. Drew Adams 7. Devin Simonson 8. Henry Miller 9. Marshal Weltin 10. Izaih Clark 11. Luke Neese 12. Bryton Carroll 13. Hamden Hudson 14. Valentin Guillod 15. Jeremy Hand 16. Russell Buccheri 17. Marcus Phelps 18. CJ Benard 19. Jace Kessler 20. Gage Stine 250 HEAT 2 1. Seth Hammaker 2. Jo Shimoda (HS) 3. Coty Schock 4. Pierce Brown 5. Daxton Bennick 6. Derek Kelley 7. Kyle Peters 8. Luke Clout 9. John Short IV 10. Hardy Munoz 11. Bryce Shelly 12. Carter Malcolm 13. Noah Viney 14. Gavin Towers 15. Hayes Edwards 16. Collin Allen 17. Ryder Floyd 18. Evan Ferry 19. Landon Hartz 20. Luca Marsalisi 450 STANDINGS 1. Hunter Lawrence 149 2. Eli Tomac 145 3. Cooper Webb 133 4. Ken Roczen 131 5. Chase Sexton 122 6. Justin Cooper 112 7. Joey Savatgy 95 8. Dylan Ferrandis 87 9. Jason Anderson 84 10. Aaron Plessinger 79 11. Jorge Prado 73 12. Malcolm Stewart 63 13. Justin Hill 61 14. Christian Craig 58 15. Colt Nichols 51 16. Shane McElrath 41 17. R.J. Hampshire 38 18. Garrett Marchbanks 24 19. Vince Friese 24 20. Mitchell Harrison 22 21. Kevin Moranz 15 22. Austin Forkner 12 23. Grant Harlan 9 24.Tristan Lane 7 25. Mitchell Oldenburg 6 26. Freddie Noren 4 27. Ty Masterpool 4 28. Jordon Smith 3 29. Joshua Cartwright 2 30. Josh Cartwright 2 31. Justin Barcia 1 32. Ryan Breece 1 33. Max Miller 0 34. Cade Clason 0 OFFICIAL 250 EAST STANDINGS TBA The post ARLINGTON SUPERCROSS RESULTS, 2026 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

What a time to be a motohead. There are now 12 450 motocross bikes available in the U.S. That’s 12 different brands, 12 different identities and 12 different choices possible—and that doesn’t include limited editions or special models. We can’t explain why this is happening here and now, but we can certainly take advantage of it. This is Dirt Bike Magazine’s 2026 450 MX comparison, and yes, it is our largest shootout ever. We collected them all: the Beta 450RX, Ducati Desmo450, GasGas MC450F, Honda CRF450R, Husqvarna FC450, Kawasaki KX450, Kove MX450, KTM 450SX-F, Suzuki RM-Z450, TM 450FI MX, Triumph TF450-X and Yamaha YZ450F. We’ve heard people say it’s impossible to test this many bikes in one day. That’s absolutely correct. We wouldn’t even try. This is a project days, weeks and months in the making. In some cases, we’ve been riding these bikes for over a year. Five of them are completely unchanged from imposing. last year. Four others have mechanical changes, while only three are new for 2026. Before ranking them, we had to settle on methodology and priorities. We left the bikes as delivered and provided ratings in 10 key areas, one to five stars: peak power, power delivery, electronic options, front suspension, rear suspension, stability, cornering, comfort, components & details and value. First, let’s look at them individually in alphabetical order. The development of the Beta 450RX has resulted in trickle-down technology throughout the Beta lineup. BETA 450RX The Beta 450RX is in its second year now, and it’s still evolving as the company learns from the Supercross team. For 2026, it got a new head and intake as well as a new exhaust system and mapping. It still features KYB suspension and Nissin brakes. Beta 450RX’s base price: $10,990; weight without fuel: 237 lb. PEAK POWER ★★★ The 450RX is respectable even though the company makes no claims about being a dyno breaker. POWER DELIVERY ★★★ Beta made big improvements this year in mapping, and the bike is truly easy to manage. It can still stall easily in slow stuff. ELECTRONIC OPTIONS ★★ There is no means for the end user to alter tuning beyond the two maps provided. Mapping is still not perfect at low rpm. FRONT SUSPENSION ★★★ The KYB fork works well at medium speeds. It can be harsh on square edges, and faster riders might have issues with dive. REAR SUSPENSION ★★★★ Overall, the Beta’s suspension is balanced, but clearly aimed at realworld riders, novice and vets. STABILITY ★★★★ You can see the bike’s off-road heritage here. It’s more stable and secure the faster you go. CORNERING ★★ The Beta is a large, tall motorcycle that can be a handful for smaller riders. COMFORT ★★ The bodywork isn’t smooth, there’s some vibration and the seat is hard. COMPONENTS & DETAILS ★★★ VALUE ★★★ Beta is a legitimate part of the motocross world and looking to find a place in the amateur ranks. Pros might be offended to know there’s at least one 450 not designed specifically for them. The Ducati is a late arrival to the shootout. There’s still so much to learn here. DUCATI DESMO 450 MX Ducati might be new to motocross, but certainly not to racing at the highest level. The Desmo450 has the desmodromic valve system, Showa suspension and sophisticated traction control. The hydraulics are Brembo and the tires are Pirelli. Ducati Desmo450 MX’s base price: $11,495; weight without fuel: 234 lb. PEAK POWER ★★★ This bike likes to be revved. Justin Barcia will love it. POWER DELIVERY ★★★ Smooth but soft on the bottom. The motor has some on-or-off jerkiness just above idle. ELECTRONIC OPTIONS ★★★ Ducati’s smartphone tuning system allows some engine tuning, but the connectivity will cost extra. FRONT SUSPENSION ★★ Between the chassis and the fork, the front feels soft and stiff at the same time. Finding the right balance might be challenging. REAR SUSPENSION ★★★ The rear half of the chassis, on the other hand, has some inherent lateral flex. STABILITY ★★★ The Ducati goes where it’s pointed and never does anything unexpected. CORNERING ★★★ Overall, the Desmo450 feels reasonably light and drops into turns without complaint. COMFORT ★★ A very hard seat, some vibration and a rigid overall feel make for a harsh ride. COMPONENTS & DETAILS ★★★ Nice finish work. The Pirelli tires were no one’s favorites. VALUE ★ Just about everyone agrees that the Ducati is a beautiful motocross bike. Its power and weight put it right in the thick of things, which is impressive for a first try. But, it doesn’t top any particular category, and expectations for this bike are very high. GasGas gave the MC450F a new look for 2026, but there are no significant mechanical changes. GASGAS MC450F GasGas represents the most affordable option from the Austrian KTM group. It has the same engine and frame as the KTM and Husqvarna, with new graphics for 2026. Compared to the others in the family, it has softer suspension settings, Braktec brakes and hydraulics, Maxxis tires, and an optional (rather than standard) map switch to keep the price down. GasGas MC450F’s base price: $10,849; weight without fuel: 229 lb. PEAK POWER ★★★★ The GasGas has the same motor that powers the KTM and Husky, but held back only slightly by setup, mapping and equipment. POWER DELIVERY ★★★★★ Even without the peak power of the other KTM-powered motorcycles, the GasGas has excellent low end and smooth roll-on. ELECTRONIC OPTIONS ★★ You have to pay extra for a map switch and smartphone connectivity. FRONT SUSPENSION ★★★ The GasGas’ WP air fork is softer than the KTM’s, but can be made to work just as well with some adjustment. It still needs constant monitoring and can be harsh for small impacts as well as big hits. REAR SUSPENSION ★★★★★ Overall, the GasGas is set up for amateur-level riding. STABILITY ★★★★ Once you work out the suspension for your riding style, the GasGas is excellent at speed. CORNERING ★★★★★ The MC450F is exceptional in turns, feels light and is very predictable on acceleration. COMFORT ★★★ Excellent rider position, but the cast triple clamp and bars transmit more feedback that you need. COMPONENTS & DETAILS ★★★ The Maxxis tires are limited to medium terrain. VALUE ★★★ GasGas has the same key attributes as some of the best bikes on earth, namely that KTM engine and frame. To call it a budget brand isn’t accurate; it’s still a pretty expensive motorcycle. Honda is the torque king of the 450 class. HONDA CRF450R Following a thorough frame revision last year, the Honda CRF450R returns largely unchanged for 2026. The handlebar switch offers three engine maps and multiple traction control settings along with launch control, although the Honda has no engine-tuning app. Honda CRF450R’s base price: $9699; weight without fuel: 237 lb. PEAK POWER ★★★ The Honda makes most of its power early, then tapers off. POWER DELIVERY ★★★★ The Honda produces so much low-end torque that some riders might find it difficult to hang on. Eat your Wheaties. ELECTRONIC OPTIONS ★★★ Between three maps and multiple levels of launch assist and traction control, the Honda has options galore, but we would still like to see some means of custom tuning. FRONT SUSPENSION ★★★★ Last year, Honda made the frame stiffer, and that somehow resulted in better overall suspension performance at both ends. REAR SUSPENSION ★★★★ Honda now has one of the most well-balanced suspension packages in the field. STABILITY ★★★★ This used to be a Honda weak spot. Not anymore, although it still favors tight tracks more than broad, sweeping terrain. CORNERING ★★★★★ Still very Honda-like, which means it drops into turns with very little work. COMFORT ★★★★★ Honda knows how to make a motorcycle feel right whether you’re tall or short. COMPONENTS & DETAILS ★★★★★ All the parts are good; Honda has the best map switch, excellent levers and a great hydraulic clutch. VALUE ★★★★ Honda kept the price unchanged in the face of new tariffs, and now is one of the least expensive bikes in the class. Husqvarna does not offer a 2026 standard model of the FC450; although, there are still some 2025 models to be found. When they are gone, there will only be the Factory Edition. HUSQVARNA FC450 For 2026, Husqvarna does not offer a standard edition of its FC450; only a Factory Edition. For this comparison, we used a 2025 because there are still leftovers available. In most ways, it’s very similar to the 2026 KTM 450SX-F, but does feature reduced seat height. Husqvarna FC450’s 2025 standard model base price: $11,399; 2026 Factory Edition: $13,799; weight without fuel: 229 lb. PEAK POWER ★★★★★ This remains the best engine in the motocross world. It has power coming out of its ears, and the dyno absolutely loves it. POWER DELIVERY ★★★★★ We don’t understand how it’s possible to have more power than anyone else and still be perfectly manageable for any rider of any skill level. Nothing else puts it all together so well. ELECTRONIC OPTIONS ★★★★ We like that you have two maps, Quickshift and launch assist all available on the bars. We also like the fact that the Husqvarna Connect app gives you engine-tuning options as well as access to LitPro telemetry, but you have to pay extra for that. FRONT SUSPENSION ★★★ The WP Xact air fork has certain traits that disagree with some riders. Others love it for the light weight and adjustability. REAR SUSPENSION ★★★★★ The rear suspension is excellent and has reduced travel in order to provide a lower seat height. For the most part, riders of any size love that. STABILITY ★★★★★ Two years ago, the Husky got a new frame that gave it newfound straight-line stability. CORNERING ★★★★★ Overall handling remains another strong point. In turns, the Husky might even be the best bike in the 450 class because of its lower ride height. COMFORT ★★★★★ Very little vibration, excellent seatfoam stiffness and seat-cover grip, plus the ProTaper handlebar absorbs sharp hits. COMPONENTS & DETAILS ★★★★★ Brembo brakes, ODI grips, Dunlop tires and ProTaper bars—the Husky has nothing but the best stuff. VALUE ★ The Husqvarna remains one of the greatest 450 race bikes you can buy. At the end of the day, though, this is still a 2025 model, which will affect resale price down the road. With a little luck, though, deals might be out there. The Kawasaki has a sweet personality with a killer instinct. KAWASAKI KX450 The Kawasaki KX450 is unchanged for the 2026 model year after having a major revision in 2024. At that time, it got connectivity with the Kawasaki Rideology smartphone app. It features Showa suspension and a Nissin hydraulic clutch, a Nissin rear brake, and a Brembo front brake. Kawasaki KX450’s base price: $10,599; weight without fuel: 239 lb. PEAK POWER ★★★ The Kawasaki doesn’t feel fast, but it can get more than its share of holeshots. POWER DELIVERY ★★★★★ The KX’s low-end torque is excellent, and it remains the most friendly and easiest to ride. ELECTRONIC OPTIONS ★★★★★ Kawasaki now has the Rideology smartphone app and joins Yamaha in providing the connectivity unit at no extra cost. FRONT SUSPENSION ★★★★ We think Kawasaki has aimed the KX450 at vets and seniors. The fork is excellent for medium-speed outdoor tracks and is truly plush in that setting. REAR SUSPENSION ★★★★★ The rear is well matched to the front. It’s a cushy ride, although the pros might want more aggressive suspension tuning. STABILITY ★★★★★ This is what has endeared the KX450 to the Dirt Bike staff for years. The overall stability is the best in class, but it’s very sensitive to set up. For fast tracks, many riders slide the fork down in the triple clamps a few millimeters to raise the front end. CORNERING ★★★★★ Kawasaki managed to keep that stability without sacrificing the sharp turning manners that tight Supercross-influenced tracks demand. COMFORT ★★★ The Kawasaki vibrates a little too much, and the seat foam can wear out prematurely. We love the adjustable footpeg height. COMPONENTS & DETAILS ★★★ The Brembo front brake might seem odd on a Japanese bike, but you can’t argue with how well it works. VALUE ★★★ If you look through back issues, it’s no secret that we have had a long love affair with the KX. This year, the KX starts off with a fairly high price, but at least you get smartphone connectivity for free. It’s worth pointing out that Kawasaki has one of the most generous contingency programs too. There’s no doubt that the Kove MX450 belongs in a comparison with the best motocross bikes on the planet. KOVE MX450 Last year, Chinese manufacturer Kove broke out in the rally world. Now it’s happening in motocross. The MX450 has a steel perimeter frame, KYB 43mm AOS fork and Yu-An shock. The exhaust system and footpegs are titanium. Kove MX450’s base price: $7999; weight without fuel: 234 lb. PEAK POWER ★★ The Kove has decent power, just nothing to make headlines. POWER DELIVERY ★★★ The powerband is a little short but still competitive. The mapping is rough at low rpm, with considerable popping but no stalling or flame-outs. ELECTRONIC OPTIONS ★ As of right now, the Kove only offers two maps. There is no provision for engine tuning at the consumer level. FRONT SUSPENSION ★★★ There’s nothing mysterious about the KYB fork. It works well in most situations, but is considerably softer than the rear suspension. REAR SUSPENSION ★★ The rear shock is stiff and the action is harsh. We have heard that Showa internals will fit the Yu-An shock body, and that good suspension tuners know what to do. STABILITY ★★★★ At speed, the Kove goes straight despite its nose-down attitude. CORNERING ★★★★ We have absolutely no complaints about the Kove’s overall handling. It’s very KTM-like, which is a good place to start. COMFORT ★★★ Again, no complaints. Vibration is minimal, but some riders didn’t care for the handlebar bend COMPONENTS & DETAILS ★★★ This bike was originally conceived as a Factory Edition with all its titanium and anodized pieces. The importer decided it would come with all those items as standard equipment. VALUE ★★★★★ We are absolutely stunned at the quality of the Kove, especially considering the price, which includes a 35-percent tariff. It has obvious shortcomings, but they all seem easy to fix. If you hate it because it’s from China, that’s your prerogative, but you’re in for some very unhappy years ahead. If you want to build a great motocross bike, take a look at the KTM first. It’s an excellent blueprint. KTM 450SX-F The KTM 450SX-F is unchanged for 2026, but the good news is that it’s here after the company survived a very challenging year. The 450SX-F remains a benchmark for all the new manufacturers coming into the market, and you can plainly see its influence throughout the industry. KTM 450SX-F’s base price: $11,649; weight without fuel: 229 lb. PEAK POWER ★★★★★ We’ll say it again: this is the best engine in the motocross world. It has power everywhere, and if you get beat to the first turn, that’s on you. POWER DELIVERY ★★★★★ Anyone can build a fast 450, but apparently only KTM can make one that’s fast and still easy to use stock trim. ELECTRONIC OPTIONS ★★★★ On the handlebar, you have all the features that have become industry standards, and if you step up to purchase the optional Connectivity Unit Off-road (CUO), you get more tuning features as well as access to LitPro data for a monthly fee. FRONT SUSPENSION ★★★ We still have immense respect for the engineering of the WP Xact air fork, but it does hold the KTM back at the highest level. It’s worth pointing out that the 2026 Factory Edition has cone-valve suspension. REAR SUSPENSION ★★★★★ It’s easy to dial in the WP shock, whether you’re a novice or a pro. STABILITY ★★★★★ There’s virtually no head-shake or wandering at speed. If something is off, you can always fix it through suspension and chassis adjustment. CORNERING ★★★★★ Overall handling is once again excellent across the KTM line. It’s light, it’s narrow, and it’s very easy to throw around. COMFORT ★★★★ Excellent seat, pegs, levers and riding position. Our test bike had slight vibration. COMPONENTS & DETAILS ★★★★★ The brakes, hydraulic clutch, wheels and tires are all tops. VALUE ★★ This year of tariffs hit European manufacturers especially hard. Even so, KTM is eating most of the price increase. Let’s be honest, KTM has long been pushing the upper boundaries of what people expect to pay for dirt bikes. Ken Roczen gave new life to the Suzuki RM-Z450. It’s still a bike to be taken seriously. SUZUKI RM-Z450 The Suzuki RM-Z450 is going on eight years with no mechanical updates. That’s most visible in the lack of an electric starter and hydraulic clutch. The RM Army option sweetens the deal with a Pro Circuit pipe and graphics when that incentive is available. Suzuki RM-Z450’s base price: $9399; weight without fuel: 239 lb. PEAK POWER ★★★ For some reason, riders are always surprised that the Suzuki has decent acceleration. It’s not super fast, but it’s certainly not slow. POWER DELIVERY ★★★★ The Suzuki has a sweetheart of a powerband. For most riders, that’s part of the RM-Z’s appeal. ELECTRONIC OPTIONS ★★ There is some engine-tuning capability through the GET system, but it’s clumsy and outdated. FRONT SUSPENSION ★★★★ The Showa fork isn’t that different mechanically from that of the Kawasaki and Honda. REAR SUSPENSION ★★ It’s frustrating that the Suzuki was frozen in place with a shock setting that’s very harsh. It’s fixable, but that detracts from the RM-Z’s main appeal, which is affordability. STABILITY ★★★ At one time, the Suzuki was considered a little nervous. Now, it’s deemed a fairly stable motorcycle. It hasn’t changed, but the standards of the industry have. CORNERING ★★★ This is the bike that set the standard for cornering in the early years of four-strokes. It handles as well as ever, but now other manufacturers have learned from Suzuki. COMFORT ★★★ Riding the Suzuki is like wearing your most comfortable old sweatshirt. COMPONENTS & DETAILS ★★★ The Suzuki is well made with high-quality bits and pieces, and you will never have a dead battery. VALUE ★★★ We can’t give the Suzuki an especially high rating for value despite its low price. It gives you fewer features and requires some further investment to make it as good as it should be. Plus, Suzuki dealers are asked to tack on a $300 tariff surcharge after MSRP. Still, there’s a great bike waiting to be released. Yes, TM motorcycles are back in the U.S. and as beautiful as ever. TM 450FI MX TM is a beautifully hand-crafted Italian motorcycle that has been without an importer in the U.S. for several years. Now 71 Powersports has stepped in to allow custom orders. There are dozens of options, and the model we have here is the Corse edition, which adds more to the already high MSRP. Its most notable features are the fuel tank location under the seat, a hand-welded aluminum frame, a KYB fork and a TM-made shock. TM 450FI MX’s base price: $12,199; weight without fuel: 241 lb. PEAK POWER ★★★ The TM is right in the hunt, although not a screamer. POWER DELIVERY ★★★ The old-school power delivery takes us back to the days when four-strokes were known to find traction in the worst conditions. The TM is super smooth and effective, but not especially thrilling. ELECTRONIC OPTIONS ★ The TM uses eMoticom EFI programming, which is very rare and somewhat obscure, so expertise is going to be difficult to find. Two maps are available on the bars. FRONT SUSPENSION ★★★★ We know exactly what the KYB front end will do, although the standard set up isn’t especially compliant. REAR SUSPENSION ★★ The TM-made shock is stiff and makes the bike difficult to balance. A rigid chassis likely contributes to the stiff feel of the suspension. STABILITY ★★★★ We’ve always been impressed with TM’s high-speed handling traits. It feels like nothing upsets it or knocks it off course. CORNERING ★★★ Conversely, it does feel big and cumbersome on tight tracks. COMFORT ★★ The hard seat and the rigid frame take a toll. COMPONENTS & DETAILS ★★★★★ This is a beautiful motorcycle, and we like the fact that you can custom-order your own build. No two TMs will be alike. VALUE ★ If a low price is high on your priority list, you’re not looking at a TM. This is a motorcycle for people who want something exclusive and special. In some circles, the price is part of the attraction. Last year, there was no standard version of the Triumph 450, only the RC Edition. Now the TF450-X has arrived. TRIUMPH TF450-X When Triumph introduced its first 450 motocross bike in 2025, it was the RC Special Edition and had a long list of high-end parts. At that time, there was no standard model. Now there is. It might not have the bling of the RC model, but it does have upgrades to the clutch, gearbox and engine mounts. It still features KYB suspension, Brembo brakes and a map switch. Triumph TF450-X–Base price: $10,395, weight without fuel: 231 lb. PEAK POWER ★★★ The TF450-X is one of those bikes that doesn’t feel as fast as it is. POWER DELIVERY ★★★ Triumph clearly prioritized ease of riding over brute strength. The peak power and smooth roll-on are straight from the Kawasaki play book. ELECTRONIC OPTIONS ★★★★ The TF450-X has a big handlebar switch that gives you options like Quickshift, traction control and launch assist. Additionally, you can purchase a connectivity unit to give you more features through the Triumph MX Tune Pro app, but it no longer comes stock. FRONT SUSPENSION ★★★ The 2026 standard Triumph feels stiffer than we remember and has a little harshness that’s difficult to tune away. REAR SUSPENSION ★★★★ The rear shock is the beneficiary of a frame that has just the right amount of flex. STABILITY ★★★★★ Right from the start, overall handling has been the greatest strength of Triumph’s dirt models. The TF450-X is as stable as they come. CORNERING ★★★★ The Triumph is compact and light. It corners well in all situations. COMFORT ★★★★ Happily, the TF450-X bucks the Euro bike tradition of stiff frames, stiff seats and harsh manners. COMPONENTS & DETAILS ★★★★ All the bits and pieces on this bike are top-notch. But, we miss the Dunlop MX34 tires that came on the RC Edition. VALUE ★★★ Triumph’s leap to the top rung of motocross has been astounding, and we respect the fact that it comes in as the least expensive Euro bike without sacrificing quality in any way. Our YZ450F test bike was decked out in Yamaha’s 70th anniversary colors. YAMAHA YZ450F Yamaha engineered a number of significant changes into the 2026 YZ450F that might not be apparent at a glance. The frame is new, the shock is new, and the intake has been redesigned. This year, Yamaha also broke down and gave the YZ a hydraulic clutch. Our test bike had the 70th Anniversary graphics, which add $200 to the price. Yamaha YZ450F’s base price: $10,299; weight without fuel: 231 lb. PEAK POWER ★★★★ Yamaha might have lost a little peak power for 2026, but the result is a much more pleasant, easy-to-ride motorcycle. POWER DELIVERY ★★★★★ The beastly YZ of the past is gone, replaced with a smooth, effective motorcycle that anyone can love. ELECTRONIC OPTIONS ★★★★★ Yamaha started the trend towards high-tech tuning features with the Power Tuner. The bike still comes ready to talk to your phone with no extra purchases. FRONT SUSPENSION ★★★★★ The fork is stiff, but you appreciate that when converse conditions deteriorate the most. REAR SUSPENSION ★★★★ Once again Yamaha has the favorite overall suspension set up for advanced riders. For novices, vets and less aggressive riders, it’s pretty stiff until you step up your pace. STABILITY ★★★★ This year, Yamaha got the biggest advancement with the smallest changes. The new frame gives it much more stability everywhere. CORNERING ★★★★ Back in the day, we said that Yamaha’s steered with the rear wheel. Now you can point and shoot as well as drift and slide. COMFORT ★★★★ Most riders love the fit and feel, but the YZ is a very tall motorcycle. COMPONENTS & DETAILS ★★★★★ The build quality on the Yamaha is outstanding, and the new hydraulic clutch is a welcome upgrade. VALUE ★★★ The 2026 YZ450F is one of the most expensive of Japan’s motocross bikes, but you aren’t shortchanged anywhere. DYNO REPORT After all the riding, we took the bikes to Pro Circuit where Snikie ran them on their Dynojet dyno. The bikes were run on the standard map with standard airbox covers. It’s worth noting that this is the last phase of the testing process, so the ratings are determined before our test riders see any numbers and are therefore based on real-world test results rather than preconceptions. We couldn’t present all 12 curves on one graph, so we broke them into four groups. For a common reference, we repeated one curve (the Husqvarna) on each graph. What did we learn? The dyno confirmed what we already knew; the KTM-powered bikes were as strong as ever. The Triumph was the one that outperformed expectations, while the Honda and the Kove were much better on the track than on the dyno. Here are the numbers: Beta 450RX: 54.6 hp @ 10,500 rpm, 31.3 ft-lb @ 7400 rpm Ducati Desmo450: 57.3 hp @ 9300 rpm, 35.5 ft-lb @ 7500 rpm GasGas MC450F: 57.9 hp @ 9200 rpm, 35.9 ft-lb @ 6900 rpm Honda CRF450R: 55.3 hp @ 8700 rpm, 36.5 ft-lb @ 7000 rpm Husqvarna FC450: 60.2 hp @ 9400 rpm, 36.5 ft-lb @ 7100 rpm Kawasaki KX450: 57.7 hp @ 9400 rpm, 34.8 ft-lb @ 6900 rpm Kove MX450: 50.8 hp @ 9500 rpm, 31.6 ft-lb @ 7300 rpm KTM 450SX-F: 59.5 hp @ 9300 rpm, 36.3 ft-lb @ 7600 rpm Suzuki RM-Z450: 56.6 hp @ 9400 rpm, 35.2 ft-lb @ 8100 rpm TM 450FI MX: 55.6 hp @ 9700, 34.4 ft-lb @ 7200 rpm Triumph TF450-X: 58.6 hp @ 9200 rpm, 36.0 ft-lb @ 6700 rpm Yamaha YZ450F: 56.7 hp @ 9600 rpm, 35.1 ft-lb @ 7500 rpm When it comes to a final ranking of 12 motorcycles, there are exactly 479,001,600 possibilities. Your results may vary. First place: Yamaha YZ450F. The right ingredients were always there. Now they are mixed perfectly. Second place: KTM 450SX-F. The engine is the heart of any motorcycle and beats like a champ. Third place: Husqvarna FC450F. If you want the standard edition, you have to move fast. CONCLUSION So how do they all stack up? When we were all done, the podium was clear. First place goes to the Yamaha YZ450F. For us, Yamaha finally hit on the steering mannerisms that we have been wanting for years. The frame changes for 2026 made it much more stable and well planted at the same time, while also decreasing the rider effort needed to initiate a turn. The motor also became less of a beast, and now you don’t need to detune it to make it rideable for mere mortals. Second is the KTM. There’s no getting around the fact that it has the greatest engine to ever power a dirt bike. It’s light, it handles flawlessly, and it remains the bike that newcomers see as a benchmark. Not surprisingly, the nearly identical Husqvarna is third. We simply can’t separate two bikes that share 90 percent of the same parts. The FC450 still might be considered a winner for riders who need a little less seat height. But remember, this is a 2025 model, and once those supplies are gone, the only Husky 450 that will be available will be the Factory Edition, which has completely different suspension and a slightly taller seat height. After that, the picture is murky. We’ve provided all the data for you to dive into and provide your own rankings based on your own priorities. Some people care more about value than performance, and some might be drawn to the excitement of an all-new brand. For more on all these bikes individually find individual reviews for all of them below. FULL TEST: 2026 YAMAHA YZ450F TEST VIDEO: 2026 HONDA CRF450R TEST VIDEO: 2026 BETA 450RX TEST VIDEO: 2026 DUCATI DESMO450 2026 GASGAS MC450F VS. KTM & HUSKY: THE WRAP TEST VIDEO: 2026 KOVE MX450 The post 2026 450 MX SHOOTOUT – FEBRUARY 2026 ISSUE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

HERITAGE EDITION 350S DUAL SPORT FROM HUSQVARNA https://youtu.be/KA8D-ffHQsw Dual-sport riders have a secret society with their own passwords, special handshakes and underground networks. In some states, the society is driven so far underground that owners truly don’t know where to go, who to see and what to do to make their motorcycles work properly. The good news is that some dual-sport bikes work properly from the start. The Husqvarna FE350s is one of those. No secret handshake is needed. The dual-sport world has a well-established hierarchy with Husqvarna at the very top. TRICKY LANDSCAPE To understand the FE350s you have to understand how it fits into the greater hierarchy of Husqvarna’s off-road lineup. All of Husqvarna’s full-size dirt bikes are interrelated. The FE350s first appeared in 2015, and right from the start, it was based on the FC350 motocross bike. Every time the motocross bike was revamped, a new dual-sport bike would follow. But, Husqvarna still has to play by the rules. EPA homologation requires that a motorcycle be clean and quiet, and the DOT has its own regs. The dual-sport bike has different cams, a different compression ratio and a long list of measures to reduce sound and emissions. It has a charcoal canister hidden in the frame, a reed valve in the intake boot, a restrictive muffler and very lean mapping, among other things. All of that is monitored by a ECU that will flash a check-engine light, just like your car if anything isn’t up to spec. The last major redesign for Husky’s MX bikes happened in 2023 when the FC350 got a new top end and a new frame. Those changes were extended to the dual-sport bikes in 2024. In the motocross world, there was an immediate backlash from riders who thought the new frame was too rigid, so the 2025 models got another new frame with slightly less material around the top shock mount and the steering head. The FE350s dual-sport bike did not get that frame. The thinking was that dual-sport suspension is so much softer than motocross suspension that subtle differences in frame flex are indistinguishable. The bike you see here is a 2025 Husky FE350s Heritage edition. It’s technically a left-over model, but in this case, that’s a very good thing. New models from the EU have import tariffs baked into the MSRP; the tax starts at 15 percent, and then there’s an additional 50 percent for some raw materials including steel. The manufacturers are eating some of the tax, but some of it is passed on to us. So, even though this bike has a somewhat dizzying MSRP of $13,049, it’s going to go up when the warehouse runs low and the 2026 versions arrive. The FE350s has excellent offroad suspension for tight woods and hard enduro. It might be soft for high speeds and big hits. Price is an especially big deal when it comes to dual-sport bikes, because the cash layout doesn’t stop when you get the bike home. Most come too dumbed down for serious off-road riding. Not the Husky. In stock form, it performs just well enough to satisfy about half of the riders who buy them. For the other half, there’s so much more potential just below the surface. HOW FAST IS FAST ENOUGH? You should already know that a stock FE350s is far milder, quieter and tamer than any of Husqvarna’s competition models. That’s fine. Even in a world where the EPA and DOT didn’t exist, you wouldn’t want the FE350s to run like a race bike. In stock form, it’s limited to around 30 horsepower. Is that enough to get the job done? Certainly. For most trail rides, the Husky’s performance doesn’t hold it back at all, and the aforementioned half of its owners will never change a thing. The real secret to its performance is that it’s a very high-quality 30 horsepower. It reaches max power at about 7000 rpm and then it just keeps going and going. The Husky carries that peak all the way to about 11,000 rpm. So, if you don’t mind screaming the motor, you can get away without shifting for miles at a stretch. And at low revs, the 350 is super clean and well behaved. There are no pops or hiccups. Husqvarna found the recipe to create ultra-lean, EPA-blessed mapping work without any of the bad characteristics that we once thought were mandatory. As 2025 models, the FE350s Heritage units you see on the showroom now have an MSRP of $13,049 and have not been affected by the import tariff. That will change later in the year. At the end of the day, though, there’s only so much you can do with 30 horsepower. It’s not easy to lay out over $13,000 for a modern motorcycle that makes no more power than a 200 from the ’80s. That’s why the other half of America’s FE350s owners will go looking for more. We all know a FC350 makes over 50 horsepower, so how hard is it to unlock the dual-sport version? Well, that’s where the secret handshakes come in. Federal and state lawmakers do not smile on any modifications that affect performance, so as far as they are concerned, the FE350s becomes a closed-course competition vehicle once you tamper with it. In some states (read California), aftermarket companies have been fined for nothing more than offering performance products that fit dual-sport bikes. But, the consumer path is well traveled if you choose to take it. Currently, Husqvarna’s dual-sport and off-road bikes are equipped with Brembo brakes and hydraulics. The knee-jerk move is to remove the reed valve from the intake and modify or replace the exhaust system. If you do that and nothing else, the best-case scenario is no improvement. The more common result is a decrease in performance, and an increase in popping, stalling and noise level. The lean mapping prevents any real gains. If you know a shop or a technician who can solve that issue by remapping the stock ECU, you’re ahead of the game. With richer fuel delivery and spark-advance changes, the motor can actually make use of other modifications. JT Jetting offers a piggyback EFI modifier that allows more fuel into the motor. GET and Vortex make whole ignition replacements. How much can you expect? Most riders are happy to stop with a new end cap for the muffler, remapping and maybe a new intake boot that does away with the reed valve. That will dramatically wake up the 350 in the mid-range and result in about five additional horsepower without much increase in noise. If you want more than that, you can turn to cams, head work and whole exhaust systems. For us, the noise increase spoils all the fun. Also, be aware that almost any modifications result in a persistent check-engine notification. Slavens Racing, Taco Moto and a few other outfits sell dongles that will prevent that. If you replace the exhaust system or disconnect the O2 sensor, you will be rewarded with a check-engine notification. There are aftermarket solutions. WHAT ABOUT THE REST? The stock tires are pretty street-oriented. They offer so little traction that the bike doesn’t even need rim locks. When you replace the tires and add rim locks, just remember to balance the wheels. Also, the floppy stock license plate bracket will eventually get sucked into the rear wheel and send itself into space. It’s fairly easy to trim it down, but you have to be somewhat clever about relocating the rear turns signals—if you want to keep them. Many riders simply remove them or replace them with more compact aftermarket units. Another common modification is to defeat the self-retracting kickstand. This requires nothing more than a shorter kickstand bolt; a sprocket bolt will work. The stock mirrors also have to go—all stuff that’s easy information once you are accepted into the dual-sport underground. Other things don’t have to be changed at all. The suspension, for example, is excellent. Up front, the FE comes with the best fork that WP has ever offered on a production motorcycle. The Xact coil-spring fork is nothing short of brilliant. It’s soft, of course, but that’s what most riders want for trail riding, especially in the mountains out west or in the woods back east. Likewise, the rear suspension is superb for typical dualsport rides. Remember the frame change that was demanded on the motocross version? Not necessary here. Perhaps if you truly wanted to take the FE racing and stiffened up the suspension accordingly, you might be concerned with such things. But, if you were to do that, it would make more sense to go for the less expensive FX350 in the first place. THE FINAL RESULT If you can do it on a dirt bike, you can do it on the FE350s. In the ultimate analysis, the FE350s is two different bikes to two different people. Some see it as a starting point on the road to a product that no manufacturer could ever offer—the street-legal race bike. Others see it as the final destination. In either case, the FE is a success. You just have to know what bikes you want before you buy it. The post 2025 HUSQVARNA FE350S DUAL-SPORT VIDEO REVIEW & FULL TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

On this week’s Two-Stroke Tuesday we give you an exclusive pictorial look at Destry Abbott’s last factory Kawasaki KX500 off-road race bike built by his mechanic Johny Weisman. 2-Stroke History is all about the mighty Yamaha YZ250 this week and if you are a big-bore Kawasaki two-stroke fan you don’t want to miss our Behind The Build look at our popular Ransom KX500 project bike. Scroll down and enjoy! 2-STROKE HISTORY The history of the Yamaha YZ250 is the history of motocross in America. No other machine was the platform for so many world-shaking innovations. Click the image below to see its history! CLICK THE IMAGE FOR MORE 2-STROKE BEHIND THE BUILD Wayne Ransom is a famous bike builder in the street bike world, and this KX500AF is his first off-road project. After being a part of this build, we’ve come to realize art comes in all shapes and sizes to be consumed by each individual in their own personal way. We, however, prefer to ride our art. CLICK THE IMAGE BELOW FOR MORE! CLICK THE IMAGE FOR MORE! The post DESTRY ABBOTT’S LAST FACTORY KX500 RACE BIKE: TWO-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Moto Morini X-Cape 700 is the next step in the evolution of the Italian brand’s midsize ADV model. We caught our first glimpse of the Moto Morini X-Cape 700 nearly a year ago at the 2025 AIMExpo in Las Vegas, where the Italian company first showed off the all-new successor to its popular X-Cape 650. But it was several more months before the first units made their way across the Atlantic and into our garage, where we were eagerly awaiting our turn to test out the next generation of this intriguing, midsize ADV bike. Moto Morini only recently made its re-entry into the North American market in 2023, with the X-Cape 650 as one of its key models. The Italian company can trace its lineage back to 1937, but following a rocky downhill in the late ’80s, the once-mainstream brand all but fell off the map. In 2018, Moto Morini was purchased by Zhongneng Vehicle Group, which breathed new life into the company. While manufacturing is now based in China, the ZNEN Group pledged to keep the soul of Moto Morini Italian. Design headquarters remains in Trivolzio, Italy, and through the manufacturing might of its Chinese parent company, Morini is able to hit the throttle on inexpensive mass production. Two years ago, Moto Morini re-emerged in the U.S. with an all-new distribution center and headquarters in Irvine, California, with a small selection of motorcycles ushering the brand back into the American market, including the X-Cape. WHAT’S NEW Two years in and Morini is already turning the page on its midsize adventure model. On paper, it’s got some changes we’re excited about, of course headlined by the increased displacement. We’ve had good experiences with the X-Cape 650 and eager to see what the next chapter will bring, especially with some added muscle. Morini stroked out the 650 engine by 3mm to a 693cc parallel twin. Paired with a new exhaust and reworked mapping, the new 83mm x 63mm configuration cranks out an extra 10 ponies and increases torque by 18 percent for a total of 70 horsepower and 50.2 pound-feet of torque. Upgrades from the X-Cape 650 also include a slipper clutch, a new quickadjust windscreen, built-in dash cam, Kayaba shock with remote preload-adjust knob and new bodywork. It sure is a looker. It may look like a $25,000 Ducati, but the X-Cape 700 checks in at a modest $8299. The Italian design is still at the forefront of the Moto Morini’s appeal. This fiery-red specimen turned plenty of heads during our time with it, and while it may look like a $25,000 Ducati, it checks in at a modest $8299. With the mid-weight price tag on this midsize adventurer, it’s best to keep your expectations near the middle as well. This is no KTM 790, nor is it on par with the Yamaha Tenere 700. There’s plenty the X-Cape 700 does very well, but if you’re shopping on the knobbier side of the ADV spectrum, this isn’t the bike that’s going to win in off-road performance. That said, there is still a lot on offer from the new-generation X-Cape 700. Let’s dive in. ON BOARD The increased displacement and new powerband of the 693cc parallel twin shifts more muscle towards the low to midrange of the powerband, so roll-on power is lively and packs a bit more punch than its predecessor. In the dirt, it’s enough to break traction when you’re ready for it, but less experienced riders won’t find it difficult to control. There is an odd flat spot in the low-to-mid acceleration that we noticed a few times, such as pulling out into traffic or making a quick pass on the road. Sometimes a throttle flick to give it a zap of power will give you a laggy response, which can catch you off guard. (We suspect this may be something emissions related rather than an oversight.) Other than that, we found little fault with engine performance. Power is spread out well among the six-speed transmission, and while the ratio is a bit wide in the higher gears, we felt the spacing works fine and enables much improved touring comfort. While roll-on power is improved over the 650, we’ll still say that the engine is at its best in the higher rpm, especially at cruising speed. In the mid-to-high range, the engine smooths out to a very nice sweet spot and will give you a glassy, vibe-free ride on the freeway. It will happily set sail at around 80 mph and stay there. With a comfortable cockpit and nice wind protection, you can happily stay for a while too. The X-Cape 700 is a muscular bike with decent ground clearance and long-travel suspension, but with its sway-back seat, it keeps a reasonable reach to the ground at 33.3 inches. It puts the rider in the bike rather than on it, and with the dishedout saddle and large fuel tank, it keeps your hips locked in place pretty well. The drawback is that it’s not as easy to move around in the saddle, but at 514 pounds ready to ride, you’re not throwing your weight around the same way you would on a dirt bike with half the heft. Cruise control and a quickshifter would make the X-Cape an even better touring mount, but with a cable-controlled throttle and general no-frills trim, you won’t find those here. What you will find is a slipper clutch, an attractive 7-inch TFT dash with Bluetooth connectivity that has maps, music and phone-syncing capability, power ports, tire-pressure monitors, and standard wraparound hand guards. A very nice added touch is the easy-adjust windscreen, which you can move with one hand without tools and without even getting off the bike. Nicely done, Moto Morini; this is how it should be. (Are you listening, Suzuki?) What’s the biggest selling point of the new X-Cape 700? Ask Morini and they’ll point to the built-in dash cam. When the ignition is on, it’s recording. The tubeless 19-inch front and 17-inch rear wheels are great on pavement and fire roads, but might be limiting to more serious off-road riders. RIDER COMMAND On the dash, you will find two different riding modes: Street and Off-Road. Oddly, you won’t find distinct engine mapping for these modes, nor will you find any sort of traction control. According to Morini, the power delivery is so on point, it works equally well both on- and off-road, and they didn’t need multiple engine modes or traction control. ABS isn’t even a linked function, although you can manually turn it on and off. Your two options are front and rear on, and front and rear off. There is no option to leave only the front ABS on; you can get both or none at all. This may not be an issue for some, but front-only ABS for off-road riding is becoming a popular choice among the ADV crowd. So what exactly is the difference between the selectable Street and Off-Road modes on the dash? In Off-Road mode, the tachometer turns into a fun graphic of a knobby tire. Yep, that’s it. While it may seem like Morini held back in the electronics area, they, in fact, still have some interesting technology highlights on the X-Cape 700. A point of pride for Moto Morini is the built-in dash cam. The small camera positioned at the tip of the front fairing is recording the minute the ignition is keyed on. Whether or not you are connected to the app or to the bike, it is recording to an internal CF card. Much like a Tesla or many other modern cars from Toyota, Mercedes, Honda and the like, the X-Cape is always watching, which can be an added layer of security—or liability, depending on your perspective. During our first test rides on the Morini, we hadn’t yet fiddled with the app or the camera, but did happen to witness a crash during the ride (another motorcycle, unfortunately). Sure enough, the next day we were able to download the app, connect with the motorcycle and access dozens of recorded video files, one of which was the accident. As promised, if the key is on, the X-Cape is recording. Default recording is in standard def, and Morini says that HD recording is an option. It’s not about to replace your GoPro, but it’s a fun feature. As of now, it’s a unique option for a pricepoint motorcycle. GETTING DIRTY One thing we were glad to see Moto Morini didn’t change on the X-Cape 700 is the suspension. It carries over the same fully adjustable 50mm Marzocchi fork from the 650, which we are happy to see. The fork is one of the best features of this bike, and an added feature on the front end is the six-way adjustable handlebar position. Three mounting options in the upper triple clamp and reversible bar mounts offer fitment options for riders of all sizes. In the rear, a Kayaba shock with a preload-adjust knob keeps things in line. With a direct connection to the swingarm (and no linkage), the shock performance is decent but not quite as beefy as the front. Suspension isn’t what we’d call plush, at least not at the top of the stroke, but is still plenty comfortable on chattery dirt roads and fast fire roads. The fork, in particular, offers a positive feel that lets you know what’s going on beneath you, but still soaks up bigger hits and square edges nicely. A few big chunks in the road had us bracing for impact, but the Morini soaked them up each time without getting unsettled. There were some bumps that sent the rear kicking out, but it came back in line each time without a fuss. Fit and finish on the Morini are very impressive. Overall, the X-Cape has a nice, stout, planted feel in the dirt. The more off-road-focused ADV bikes might feel taller and more agile, but the X-Cape keeps things smooth and comfortable with a relatively low center of gravity. For how in the bike and locked in you feel when seated, the X-Cape has a nice stand-over position with neutral ergos that enable rider movement. Side-to-side handling is light and agile, which is confidence-inspiring, especially on rain-rutted dirt roads that require quick decisions. Agility could be helped by better footpegs. Even though we immediately removed the rubber inserts and just ran the motostyle steel pegs, a wider platform and better grip would be a welcome improvement. Power does an admirable job in the dirt, and we will hand it to Morini, because the powerband is quite good both on-road and off. At a modest output of 70 horsepower and 50.2 pound-feet of torque, you can probably excuse it for not having traction control. But, don’t underestimate this engine; it’s a bit spicy, and it can get out from underneath you. For the most part, the Morini keeps a good grip on the ground, and it won’t break traction until you want it to. We kept our off-road testing at a moderate level—largely dirt roads and fire roads rather than trails. Could the X-Cape 700 tackle tougher terrain? We’re quite sure it could. But before you get too sendy, consider some of the chassis characteristics that might limit fun in the dirt. First is the low-slung exhaust. The X-Cape 700 features a lighter, more up-swept silencer, but the headers still run straight under the bike through a split opening in the skid plate. You’ll also find a built-in center stand under there, which could probably use a stronger retention spring. It doesn’t take much to get it banging around when the going gets rowdy. It is simple enough to remove this with two bolts, but you’d quickly run out of ways to get the wheels off the ground. The engine is a stressed chassis member, so there are no frame rails on the underside of the bike. If you put it on a jack, you’d be lifting it by the exhaust. Speaking of wheels, they are 19-inch front and 17-inch rear tubeless. It’s easy enough to add tubes, but structural geometry isn’t something you can change. We’d call the X-Cape 700 a very capable ADV bike for light to moderate off-road riding. Its strength lies in its versatility. Its adventure-touring capabilities and even sport-riding prowess are also quite respectable . Stand-over position allows good rider movement for off-road riding. POUNDING PAVEMENT We are dirt people, but must admit we also loved riding the twisty paved roads on the X-Cape 700. This is where the Marzocchi fork shined once again. Front suspension on an adventure bike has a big job to do. Managing 7 inches of travel in the dirt while also maintaining good hold-up on a 500-pound bike on the road is no simple task. The Marzocchi fork splits the difference exceptionally well with good front-end hold-up without lurching forward under hard braking. This, of course, could also be due to the fact that the X-Cape 700 has underwhelming braking power (on the pavement), but a touchy front brake could quickly turn into a problem in the dirt, so we’ll let that go. It also tips into curves very well with the smaller 19-inch front wheel. A 21-inch front wheel, typical on many adventure bikes, doesn’t offer as much agility on the road. Our canyoncarving time with the X-Cape left us once again yearning for a quickshifter but also appreciating the slipper clutch, which keeps downshifting at a sporty pace drama-free. IN THE END The Moto Morini X-Cape 700 has an interesting mix of technology and components. There are several unique features, such as the dash cam, slipper clutch, tire-pressure monitor system and quick-adjust windscreen that you won’t find on many of its competitors. Then there are features you might expect to find but won’t on the X-Cape 700, such as traction control, engine modes or a quickshifter. Some of the components suggest this bike is ready for some real off-road abuse, such as the fully adjustable 50mm Marzocchi forks and Pirelli Scorpion Rally STR tires. But, the low-slung exhaust, center stand and tubeless 19-/17-inch wheels might suggest otherwise. It all adds up to a unique animal, and if the X-Cape 700’s mix of features falls into the everything-you-need-and-nothing-you-don’t category, then you’re in luck. Individual features aside, the X-Cape 700 packs a lot of versatility into one very capable motorcycle. With a wide spread of usable power, adjustable suspension and a comfortable cockpit, there’s a lot of ground you can cover, whether it’s paved or dirt, fast or tight, rocky or twisty. With an $8299 price point and a three-year warranty, it’s worth having a look at what this X-Cape can do. The post MOTO MORINI X-CAPE 700 REVIEW appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The 200cc two-stroke is an icon in the American off-road riding community. Bikes like the Kawasaki KDX200 and KTM 200EXC make old-timers well up with sentimentality over the good old days. Well, get over it. The 2026 Beta 200RR Race Edition is here and it’s far better than any of those leaky old relics. Join us as we explore the Italian ripper with Travis Fant, Ron Lawson and the Dirt Bike Magazine testing crew. The post 2026 BETA 200RR RACE TWO STROKE TEST (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Story & Photos by Connor Moore, Activate Photography The Rocky Mountain ATV/MC WORCS Series returned to the desert this weekend at Twentynine Palms Motorsports Complex, delivering two full days of tight racing, technical challenges, and early-season momentum shifts. Saturday featured the 55-minute Open Pro and Women’s Pro races, while Sunday’s premier Pro 450 and Pro 250 classes took on a demanding two-hour format that included a long, raw Pro Section complete with steep hill climbs and small rock gardens before re-entering the main course. The added terrain proved to be a defining factor in multiple races. Tristun Alvarez took the Open Pro win. Saturday’s Open Pro class saw Tristun Alvarez put together a calculated and consistent ride to secure the overall victory. After settling in during the opening laps, Alvarez moved into control by Lap 3 and maintained it through the checkered flag. His fastest lap of the race came on Lap 2 with a 9:54.460, setting the tone for the remainder of his effort. Colton Aeck kept things close early and remained within striking distance, ultimately finishing second, while Harlem Nelson rounded out the podium in third after steadily building pace as the race unfolded. The Women’s Pro class with Lauren Woods leading the way. In the Women’s Pro race, the action began immediately. Maddie Weber and Lauren Woods swapped positions early in the opening lap, each briefly taking control as they navigated the first sections of the course. That early exchange set the tone for what looked to be a close battle, but once Woods found her rhythm, she began to stretch the gap. From there, it was all Woods. She managed the race from the front and capped off her performance with the fastest lap of the class on Lap 5 — an 11:23.848 — to secure the win. Weber rode consistently to finish second, while Dana Raynor completed the podium in third. While Saturday delivered its share of excitement, Sunday’s two-hour Pro 450 and Pro 250 races became the highlight of the weekend. The extended race time combined with the physically demanding Pro Section created a true test of endurance and focus. Riders were forced to balance aggression with precision, especially through the rocky climbs and technical lines that had little room for error. Dare DeMartile started strong in Sunday’s premier Pro race. In the Pro 450 class, Dare DeMartile came out strong and established himself as the early leader. He set a blistering pace in the opening laps and recorded the fastest lap of the race on Lap 2 with a 10:44.723. Through the early portion of the race, DeMartile appeared to have control, handling the Pro Section cleanly and maintaining solid separation. Mason Semmens is making his mark in the 450 Pro class. However, the turning point came in the Pro Section when DeMartile encountered a fallen lapped rider. The incident allowed Mason Semmens to make a pass for the lead. Once out front, Semmens never gave it back. Turning consistent laps in the 10:58 range, including a 10:58.690 on Lap 4 and a 10:58.674 on Lap 5, Semmens managed both the technical terrain and the faster desert sections with composure. After earning consecutive Pro 250 championships, Sunday marked a milestone moment for Semmens as he captured his first Pro 450 victory. DeMartile regrouped to secure second place and valuable championship points despite the setback. Justin Hoeft delivered a steady, measured performance to claim third, rounding out the Pro 450 podium after two demanding hours. Further down the order, Tyler Lynn entered the weekend managing a wrist injury sustained just weeks earlier. Rather than sit out, Lynn lined up focused on limiting damage and preserving championship points. Through the physical demands of the Pro Section and the extended two-hour format, Lynn battled through discomfort to finish fifth, a critical result that keeps him firmly in the championship conversation. Sam Pretscherer The Pro 250 race delivered just as much intensity. Jake Alvarez grabbed the holeshot to start the race, but the complexion changed quickly once the riders entered the Pro Section. Cole Zeller wasted little time asserting himself. By the time the leaders exited the technical terrain, Zeller had positioned himself at the front and began building a gap. Zeller’s pace was evident early. He laid down the fastest lap of the race on Lap 2 with an 11:06.463 and continued to manage the lead from there. As the two-hour clock wound down and the course deteriorated, Zeller remained composed, navigating traffic and the Pro Section without major mistakes. Behind him, Sam Pretscherer worked to keep the pressure on. Pretscherer maintained consistent mid-11-minute lap times and slowly attempted to close the gap. A small hiccup in the Pro Section, however, allowed Zeller to extend his advantage just enough. Despite Pretscherer’s late-race push, the time deficit proved too much to overcome. Not everyone had as smooth a day. Noah Gordon and J.P. Alvarez both suffered mechanical issues that forced early retirements from the Pro 250 race. In a format that combines endurance with punishing terrain, reliability proved just as important as raw speed. With the victory, Zeller makes it two-for-two to open the season, firmly establishing himself as the early championship leader and a rider with both speed and control under pressure. Pretscherer secured second, while Colton Aeck completed the podium in third after a steady and consistent ride. The post WORCS 2026 ROUND TWO, 29 PALMS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The VP Racing Fuels Big Buck GNCC treated riders to deep ruts, bar-to-bar chaos, and the kind of slick Southern mud that turns a race into pure survival. Held in the rolling woods of Union, South Carolina, the opening round of the Progressive Insurance Grand National Cross Country (GNCC Racing) Series, an AMA National Championship, delivered a test of patience and throttle control, as torrential conditions transformed the course into a relentless battlefield. The Pro Bike race at the Big Buck GNCC quickly became a slugfest through mud, ruts and standing water that tested even the most seasoned veterans. From the drop of the flag, Jordan Ashburn set a blistering pace on his Phoenix Racing Honda, grabbing the early lead and holding it through much of the race. As the track cut up and lines disappeared, Ashburn’s smooth momentum and decisive line choice kept him out front, dictating the rhythm and keeping his challengers at bay despite relentless conditions. However, it wasn’t over until the checkers flew. FMF KTM Factory Racing’s Jonathan Girroir bided his time, closing the gap lap by lap as Ashburn battled the slickest sections of the course. In a dramatic final circuit charge, Girroir made a decisive pass on the last lap to grab the lead and ultimately the overall win, showcasing grit and tactical patience in the mud. Ashburn would hold on for second overall on the day, and in the XC1 Open Pro class. Rounding out the podium in an impressive third overall was Nick DeFeo, the XC2 competitor from Rocky Mountain ATV MC/Red Bear/Kawasaki Team Green, who rode a strong, consistent race to break into the Pro Bike top three, a performance that turned heads in Union’s unforgiving terrain. Jordan Ashburn (Phoenix Racing Honda) led much of the race, and would hold on to come through second overall to start the year on a new team. Photo: Mack Faint After starting deep in the pack, Rocky Mountain ATV/MC/Red Bear/Kawasaki Team Green’s Steward Baylor Jr. put on one of the most impressive charges of the day at the Big Buck GNCC, clawing his way from 12th off the line to finish fourth overall and third in the XC1 Open Pro class. Baylor methodically picked off competitors as the muddy course grew more treacherous, using smart line selection and relentless determination to overcome the brutal conditions. While others struggled with costly mistakes in the slick ruts and deep holes, Baylor maintained his composure, steadily advancing through the field and salvaging a strong finish in one of the toughest Big Buck races in recent memory. Battling his way from the second line to round out the top five overall finishers was Phoenix Racing Honda’s Angus Riordan. As the race continued on, Riordan would maintain his position despite the slick, rough conditions that were presenting themselves at every mile. Riordan would cross the line to finish second in the XC2 250 Pro class, and fifth overall on the day. Rockstar Energy Factory Husqvarna Racing’s Craig Delong would get a good jump off the line as the pack of XC1 Open Pro competitors headed into the rutted, wet and slick woods as the rain continued to fall throughout the day. Delong would battle at the front of the pack for majority of the day but would fall back to eighth after completing four laps. Still, Delong would push himself of the final couple of laps – moving himself up to fifth and then fourth in the XC1 Open class, sixth overall, as the checkered flag flew. Nick DeFeo (Rocky Mountain ATV MC/Red Bear/Kawasaki Team Green) came out swinging once again at the opening round as he finished third overall and first in the XC2 250 Pro class. Photo: Mack Faint The fight to round out the top 10 overall at the Big Buck GNCC in Union, South Carolina was every bit as intense as the battle for the podium, as riders traded positions throughout the grueling afternoon. Ryder Lafferty pushed his Morning Duck Motor Company/JDP/Moose Off-Road machine to seventh overall after a relentless exchange in the slick woods. Close behind, AmPro Yamaha’s Liam Draper kept his machine charging after earning the $250 XC1 Holeshot Award, navigating the deep ruts and fading lines to secure eighth overall. Each lap brought new challenges as the course continued to break down, forcing the group to adapt on the fly and capitalize on any small mistake. Just seconds separated them at times, with Ben Kelley battling through the pack to earn ninth overall aboard his FMF KTM Factory Racing machine. Kelley, no stranger to tough conditions, dug deep as visibility dwindled and traction disappeared. Rounding out the top 10 was Mike Witkowski, who powered his Phoenix Racing Honda to tenth after his own share of hard-fought passes. Together, the group showcased the determination it took just to survive the season opener, showing that at Big Buck, every position is earned the hard way. FMF KTM Factory Racing’s Jason Tino would cross the line just outside of the top 10 overall, finishing twelfth overall but third in the XC2 250 Pro class. Steward Baylor Jr. (Rocky Mountain ATV MC/Red Bear/Kawasaki Team Green) charged throughout the duration of the race, moving himself up to fourth overall and third in the XC1 Open Pro class as the checkered flag flew. Photo: Mack Faint Coming through earning the Top Amateur honors at the Big Buck GNCC was Cooper Jones who crossed the line in 11th overall and earned himself the 250 A class win to start the season off in unfavorable conditions. Cole Whitmer would be second on the Top Amateur podium as he came through finishing 14th overall and took home the Open A class win. Rounding out the top three Top Amateur finishers was Chase Landers who crossed the line 16th overall and second in the 250 A class at round one. The WXC class faced some of the toughest conditions of the day at the Big Buck GNCC, as deep ruts, standing water and slick red clay turned the course into a true test of endurance and bike control. When the dust settled—well, more accurately, when the mud finally stopped flying—it was Danielle McDonald who stood atop the podium. The AmPro Yamaha rider put in a calculated and consistent ride, navigating the brutal terrain with patience and precision. While others struggled with tip-overs and bottlenecks in the tight woods, McDonald kept her momentum flowing, making decisive passes and managing the chaos to secure the WXC victory. Close behind, Brandy Richards charged her way to second overall, keeping the pressure on throughout the race despite the deteriorating track conditions. The FMF KTM Factory Racing rider pushed hard in the closing laps but ultimately had to settle for the runner-up position after a demanding afternoon in the mud. Rounding out the podium was Korie Steede, who delivered a gritty ride for Rockstar Energy Factory Husqvarna Racing. Steede battled through the slick terrain and traffic to claim third place, capping off a hard-fought WXC showdown. Danielle McDonald (AmPro Yamaha) came out on top to earn her first-career WXC class win during Sunday’s brutal 10 am race. Photo: Mack Faint In the 8 am Bike Amateur one race, Hunter Hawkinberry came through to take home the overall win and the 4-Stroke C Lites class win to start off his 2026 season. Brayden Dillon would battle through to finish second overall and in the 4-Stroke C Lites class as the rain continued to fall throughout the duration of their race. Seven Henderson would come through to take the last spot on the overall podium finishing third, but also earning the 250 C Schoolboy (14-17) class win. On Saturday afternoon, the first youth bike overall win of the season went to Phillip Arnold in the YXC1 Supermini Sr. (14-15) class. Arnold would hold off his competitors for the duration of the race, while Cooper Johnson would come through to earn second overall and in the YXC1 class followed by Bentley Saxton working his way up to third after a seventh place start to the race. In the YXC2 Super Mini Jr. (12-13) class it was Jase Jackson taking the win while Hunter Jones and Gage Lane rounded out the top three finishers in the class. Tucker Aldrich would earn the 85 Big Wheel (14-15) class win, Colt Chaney would take home the 85 Big Wheel (11-13) class win, James Razor earned the 85 (12-13) class win, Tripp Lewis earned themselves the 85 (11) class win, and Cash Knecht would earn the 85 (7-10) class win. Matthew Simoneaux would come through to earn the 65 (10-11) class win, Peyton Austin would earn the 65 (9) class win, and Kayson Lanier earned the 65 (7-8) class win. Vaida Lavergne would earn the Girl Super Mini (12-16) class win at round one, Aubrey Tsakanikas took home the Girls 85 (7-13 ) class win and Jhorjie Walker would earn the Girls 65 (7-11) class in while Jaden Rhymer took the Trail Rider (7-15) class win. In the Bike Micro race one on Saturday morning, it was Peyton Austin taking the overall and MXC1 (8-9) class win with Ryder Baricska and Mason Bradshaw rounding out the top three overall and MXC1 class finishers. Jacobi Duvall came through to take the MXC2 class win, while Kayson Lanier and Carson Zink earned second and third in the class. Brexxton Buttrick took home the 50 Sr. 1 (7) class win, while Weston Rose earned the 50 Jr. 1 (6-7) class win and Rylee Huff earned the Girls (6-9) class win in that race. The Micro-E1 (7-8) class win went to Nathan Zhang at the opening round for 2026. As Bike Micro race two finished up on Saturday morning, it was Jace Branch earning the win in the Trail Rider (6-9) class, Sean Mcallen battled their way through to take home the 50 Jr. 2 (4-5) class win, Mila Moulton took the Micro-E2 (4-6) class win in South Carolina, while Brody Bowen would earn themselves the Micro-E3 (4-6) Limited class win. The Micro (4-6) Shaft Drive saw Brodie Hayes taking the class win, while Jace Branch earned the Trail Rider (6-9) class win. VP Racing Fuels Big Buck Motorcycle Overall: Johnny Girroir (center), Jordan Ashburn (right) and Nick DeFeo (left). Photo: Mack Faint VP Racing Fuels Big Buck GNCC Results and Points Standings Union, South Carolina Round 1 of 13 Sunday, February 15, 2026 Overall Event Results: Jonathan Girroir (KTM) Jordan Ashburn (HON) Nick DeFeo (KAW) Steward Baylor Jr. (KAW) Angus Riordan (HON) Craig Delong (HQV) Ryder Lafferty (HON) Liam Draper (YAM) Benjamin Kelley (KTM) Mike Witkowski (HON) *Overall National Championship Standings: Jonathan Girroir (30) Jordan Ashburn (25) Nick DeFeo (21) Steward Baylor Jr. (18) Angus Riordan (16) Craig Delong (15) Ryder Lafferty (14) Liam Draper (13) Benjamin Kelley (12) Mike Witkowski (11) *Indicates that the Overall National Championship Standings will determine the 2025 National Champion. XC1 Open Pro Event Results: Jonathan Girroir (KTM) Jordan Ashburn (HON) Steward Baylor Jr. (KAW) Craig Delong (HQV) Ryder Lafferty (HON) Liam Draper (YAM) Ben Kelley (KTM) Mike Witkowski (HON) Josh Toth (KAW) Thad Duvall (HQV) XC2 250 Pro Event Results: Nick DeFeo (KAW) Angus Riordan (HON) Jason Tino (KTM) Jason Lipscomb (HON) Jhak Walker (BET) Christopher Parris (HON) Joseph Cunningham (HQV) Brody Johnson (HQV) The post GIRRIOR TOPS GNCC 2026 OPENING ROUND appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Beta’s factory GP team showed up at the Internazionali D’ Italia Motocross last week with Fransisco Bassi aboard a brand new 250 four-stoke motocross bike. We guessed that such a project was in the works, but the real surprise is how close to production the bike is. Beta R&D project manager Fabrizio Dini says the 250RX 4T will be a 2027 production model and that the very first bikes will roll off the assembly line in late July or August. The Beta 250RX 4T was under the tent at Mantova for all the world to see. The bike has a completely new engine platform, sharing nothing with any existing Beta models. It’s an E-start DOHC motor with the gearbox and engine sharing the same oil chamber. The most striking visual aspect is how compact it is. Both the top end and the lower end are much smaller than most existing 250cc four-strokes. One of the most intriguing aspects of this bike is that it could be the basis for even more models. Beta is a company that gets the most out of every new engine it develops. The current four-stroke is the platform for no less than five different displacements and 16 different models. So, could there be a 300cc or 350cc motocross bike also in the works? The new motor shares nothing with existing Beta four-strokes. The 250RX 4T was parked under the team tent in Mantova, Italy with no attempt at secrecy. It was, according to Beta, no longer an early test machine, but what they described as a pre-production version. While the engine was unlike anything previously seen, the frame was clearly based on the existing 450RX chassis. Only the engine cradle was visibly different. The components were much like we have seen in production, but with A-kit KYB suspension. The Nissin brakes and many of the bits and pieces appear to be production based. Francisco Bassi rode the preproduction bike to a 24-22 finish in a pre-season warm up on a very muddy Italian track. As for the race itself, Bassi finished mid-pack in a stacked field. The track was extremely muddy, with Simon Langenfelder emerging as the victor. Bassi said the Beta’s motor had excellent torque, but they still have work to do. Presumably that will be mostly mapping and suspension settings–at this stage there will be no major parts swaps. There has been no official announcement from Beta as to price and availability, but the 2027 model year is a certainty. At this point, Beta has released no high-resolution photos of the bike, but more details are certain to come soon. IN THE MEANTIME … 2026 Beta 250RX two-stroke We are currently testing 2026 models like crazy. We actually have a Beta 250RX in the shop–the two-stroke version. This was a brand-new model for the 2026 model year, but all the attention was directed toward its big brother, the 350RX two-stroke. We loved that bike, but still lament the passing of the older 300RX. The good news is that the 250 has much of the personality of the 300. And, if you really loved the 300 like us, it’s still available because you can modify the 250 into a 300. Stay tuned for a full review. Jared Hicks on the 2026 Husqvarna FC250 Factory Edition. Sean Lipanovich on the 2026 Yamaha YZ250F. The other two bikes in our shop are the Husqvarna FC250 Factory Edition and the Yamaha YZ250F. Both bikes are outstanding. The Yamaha is unchanged and the Husqvarna is [almost] unchanged. It gets factory level suspension this year. On a side note, the FC250 and FC450 Factory Editions are the only Husqvarna four-stroke motocross bikes offered in 2026. There is, however, no shortage of 2025 models. See you next time! –Ron Lawson The post SNEAK PREVIEW: BETA’S NEW 250RX FOUR-STROKE MX BIKE–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Seattle Supercross provided the best racing and the most memorable moments of the 2026 season so far. In the end, Eli Tomac took his third win of the season and closed to a single point of the red plate. Haiden Deegan took yet another victory in the 250 West division, but he had to work for it harder than ever before. When it was all over, he and arch rival Levi Kitchen found new respect for one another and will carry their battle forward to the next round. For extended coverage of the 2026 Supercross season click here.  450 MAIN 1. Eli Tomac 2. Cooper Webb (HS) 3. Justin Cooper 4. Hunter Lawrence 5. Chase Sexton 6. Malcolm Stewart 7. Aaron Plessinger 8. Joey Savatgy 9. Dylan Ferrandis 10. Ken Roczen 11. Justin Hill 12. Jason Anderson 13. Colt Nichols 14. Shane McElrath 15. Kevin Moranz 16. Grant Harlan 17. Mitchell Harrison 18. Ty Masterpool 19. Vince Friese 20. Tristan Lane 21. Josh Cartwright 22. Garrett Marchbanks 250 WEST MAIN 1. Haiden Deegan 2. Levi Kitchen 3. Max Anstie (HS) 4. Ryder Difrancesco 5. Cameron Mcadoo 6. Michael Mosiman 7. Maximus Vohland 8. Hunter Yoder 9. Parker Ross 10. Carson Mumford 11. Joshua Varize 12. Lux Turner 13. Avery Long 14. Crockett Myers 15. Ayden Shive 16. Matti Jorgensen 17. Nico Koch 18. Hunter Schlosser 19. Preston Masciangelo 20. Lorenzo Camporese 21. Logan Leitzel 22. Justin Rodbell 450 HEAT 1 1. Ken Roczen (HS) 2. Justin Cooper 3. Eli Tomac 4. Justin Hill 5. Garrett Marchbanks 6. Colt Nichols 7. Malcolm Stewart 8. Vince Friese 9. Mitchell Harrison 10. Kevin Moranz 11. Josh Cartwright 12. Chance Blackburn 13. Josh Greco 14. Devin Harriman 15. Rider Fisher 16. Jason Anderson 17. Christian Craig 450 HEAT 2 1. Hunter Lawrence 2. Cooper Webb (HS) 3. Aaron Plessinger 4. Joey Savatgy 5. Chase Sexton 6. Dylan Ferrandis 7. Ty Masterpool 8. Shane McElrath 9. Grant Harlan 10. Tristan Lane 11. Freddie Noren 12. Scott Meshey 13. Zack Williams 14. Austin Cozadd 15. Bobby Piazza 16. Mason Wharton 17. David Pulley Jr 18. Jorge Prado 250 WEST HEAT 1 1. Levi Kitchen 2. Ryder Difrancesco 3. Max Anstie (HS) 4. Maximus Vohland 5. Cameron Mcadoo 6. Crockett Myers 7. Parker Ross 8. Justin Rodbell 9. Preston Masciangelo 10. Avery Long 11. Kyle Wise 12. Reven Gordon 13. Keegan Rowley 14. Lorenzo Camporese 15. Matti Jorgensen 16. Carson Millikan 17. Scotty Wennerstrom 18. Tyler Gibbs 250 WEST HEAT 2 1. Haiden Deegan (HS) 2. Lux Turner 3. Carson Mumford 4. Hunter Yoder 5. Joshua Varize 6. Michael Mosiman 7. Ayden Shive 8. Hunter Schlosser 9. Logan Leitzel 10. Ronnie Orres 11. Dylan Cunha 12. Justin Aragaki 13. Paul Bloy 14. Brandon Pederson 15. Kaden Lewis 16. Nico Koch 17. Leo Tucker 18. Brandon Ray 19. Colby Copp 450 STANDINGS 1. Hunter Lawrence 124 2. Eli Tomac 123 3. Ken Roczen 113 4. Cooper Webb 113 5. Chase Sexton 106 6. Justin Cooper 95 7. Jason Anderson 83 8. Joey Savatgy 80 9. Dylan Ferrandis 75 10. Jorge Prado 73 11. Aaron Plessinger 65 12. Malcolm Stewart 52 13. Justin Hill 51 14. Christian Craig 45 15. Colt Nichols 43 16. R.J. Hampshire 38 17. Shane McElrath 32 18. Garrett Marchbanks 24 19. Vince Friese 17 20. Mitchell Harrison 16 21. Austin Forkner 12 22. Kevin Moranz 10 23. Grant Harlan 9 24. Mitchell Oldenburg 6 25. Freddie Noren 4 26. Ty Masterpool 4 27. Tristan Lane 3 28. Josh Cartwright 2 29. Justin Barcia 1 30. Ryan Breece 1 31. Max Miller 0 32. Cade Clason 0 250 WEST STANDINGS 1. Haiden Deegan 143 2. Max Anstie 108 3. Michael Mosiman 107 4. Ryder Difrancesco 107 5. Levi Kitchen 101 6. Cameron Mcadoo 97 7. Maximus Vohland 92 8. Hunter Yoder 74 9. Parker Ross 70 10. Carson Mumford 60 11. Avery Long 58 12. Joshua Varize 56 13. Lux Turner 49 14. Chance Hymas 38 15. Dilan Schwartz 36 16. Crockett Myers 34 17. Anthony Bourdon 28 18. Matti Jorgensen 26 19. Robbie Wageman 25 20. Justin Rodbell 23 21. Hunter Schlosser 22 22. Ayden Shive 18 23. Dominique Thury 14 24. Preston Masciangelo 11 25. Lorenzo Camporese 9 26. Cole Thompson 6 27. Nico Koch 5 28. Reven Gordon 2 29. Brandon Ray 2 30. Ty Freehill 2 31. Keegan Rowley 1 32. Logan Leitzel 1 33. Colby Copp 0 34. Slade Varola 0 The post 2026 SEATTLE SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Ricky Brabec was two kilometers from taking his third career Dakar Rally victory. Virtually everyone assumed he had it in the bag when the unthinkable happened. He made a wrong turn and lost over three minutes before finding his way back to the course. After his lead-out bonuses were computed and the scores were totaled, he lost the rally by 2 seconds to Luciano Benavides. Once he arrived at home, Dirt Bike Magazine Associate Editor Jean Turner reached out to conduct this gripping interview where Ricky talks about the disappointment, the aftermath and his resolve to come back stronger than ever.   The post RICKY BRABEC OPENS UP ABOUT LOSING DAKAR BY 2 SECONDS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

OFFICIAL YAMAHA PRESS RELEASE: February 13, 2026 – AmPro Yamaha Racing is primed for more title runs in the premier off-road series in the east, fielding a powerhouse lineup of championship-proven riders across the pro, amateur, and youth ranks. In the Grand National Cross Country (GNCC) Series, eight-time GNCC XC1 Champion Kailub Russell and 2023 GNCC XC2 Champion Liam Draper return in 2026 to lead the team’s campaign in the premier class. Also returning for her second season with the team is Australian standout Danielle McDonald, who will battle for top honors in the WXC Championship. Russell, the winningest rider in GNCC history, enters his second year with the team after overcoming adversity during his return to racing last season. Despite racing through a knee injury for much of the year, the North Carolina rider finished fourth overall in the GNCC XC1 Championship. With an already storied career that includes eight consecutive XC1 titles from 2013 to 2020, Russell added another victory at the penultimate round of the 2025 season, bringing his career win total to 68 XC1 victories. With a full season under his belt alongside AmPro Yamaha, Russell is eager to get the 2026 campaign underway. Returning for his fifth season with the team, Draper looks to launch his title run in the GNCC XC1 Championship while also defending his U.S. Sprint Enduro Series Pro 1 Championship in 2026. After earning a pair of 250 titles with the team in 2023 – in GNCC and the National Enduro Series – the New Zealand rider continues to build on his momentum in the premier class. In his first full season competing in the XC1 Championship in 2025, Draper finished runner-up overall with six podium finishes. He also delivered a dominant performance in the U.S. Sprint Enduro Series, earning five victories and only finishing off the podium once en route to the Pro 1 title. This year, he will also race the premier class in the National Enduro Series. McDonald enters her second season with the team, looking to capitalize on her growing experience racing in the U.S. Despite missing the opening rounds of the 2025 season while returning from a knee injury, the young Australian enjoyed a strong GNCC debut, finishing fourth overall in the WXC Championship with six podium finishes. Before racing in the U.S., McDonald enjoyed a lot of success at home and overseas, with multiple national titles in Australia and two silver medals from the FIM World ISDE. Also returning in 2026 is Brandon Gregoire, the 2025 AMA East Grand Prix Regional Pro and Pro 125 Class Champion, who will continue to lead the team’s title efforts in the J Day Off Road Series. Ryder Sigety, who has enjoyed continued success with the program, including earning the GNCC 150 A Championship last season, will compete in the Pro class in both the Tennessee Off-Road Racing Association (TOR) and East Coast Enduro Association (ECA) championships. Continuing the team’s strong development pipeline, AmPro Yamaha is excited to announce their BLU CRU amateur support riders. Racing the GNCC A Lites class is 2025 GNCC 250 B Champion Dylan McDonald and Brayden Baisley, with McDonald also racing the U.S. Sprint Enduro Series. Returning champion Colton McQuarrie will advance to the GNCC 150 A class after earning the 150 B Schoolboy (12–17) Championship last year in dominant fashion with eight wins and nine podium finishes. Hunter Carey, the 2025 GNCC 85 Big Wheel Champion, captured the title with an impressive eight consecutive victories and will move up to the GNCC B Lites Championship in 2026. AmPro Yamaha will also field a strong youth lineup for the 2026 season. Evan Porter, the 2025 GNCC 85cc (12–13) Champion, joins the team and will compete in the GNCC Big Wheel class aboard the YZ85 LW. Shawn Remington Jr., the 2025 GNCC 65 (10–11) Champion, returns with AmPro Yamaha and will move up to the GNCC 85cc (12) class. The AmPro Yamaha Racing team would like to thank its partners for their support: AmPro Yamaha, FMF, GYTR, Moose Racing, Factory Connection, Yamalube, Dunlop, Sunex Tools, Fastway, Yamaha Financial Services, Trammell Tire, Sidi, MotoSport, Cycra, Shoei, Senge Graphics, Seat Concepts, Matrix Concepts, DP Brakes, IMS, ODI Grips, Antigravity Batteries, E-Line, Evans Coolant, XTRIG, Specbolt, Hinson, Bullet Proof Designs, D.I.D Chains, VP Fuels, Works Connection, TM Designworks, Pro Filter, Motion Pro, Vortex Ignition, Flexx Bars, Wiseco, ProX, The Beech, and O2 Blast. The 2026 GNCC season kicks off this weekend at Big Buck Farm in Union, South Carolina, on February 14–15. For more Yamaha Racing news, click here. Donnie Luce – Amateur MX/ ATV / Off-Road Coordinator for YMUS “Randy Hawkins’ passion for Off-Road racing, which fueled him to win championships as a rider, continues to provide him with the motivation to build champions in all genres of Off-Road racing from youth to the pro class. He and his team have assembled another strong group of riders that will continue to showcase Yamaha models from the YZ85 to YZ450Fs in all the major series in the east. The BLU CRU is ready to turn podiums blue in 2026!” Randy Hawkins – AmPro Yamaha Racing Team Owner “With the commitment from AmPro Yamaha for Off-Road racing and its riders, I believe we are going to have a very successful racing season. I’m very proud of our factory and amateur riders. The BLU CRU team will be hunting race wins and championships this year.” Kailub Russell – AmPro Yamaha Racing #557 “I’m excited to kick off the new season with a year under my belt back racing and with Yamaha. I’ve learned a lot with the team and bike, and I’m ready for a great year of racing.” Liam Draper – AmPro Yamaha Racing #198 “I’m looking forward to my second year on the 450. We had a good off-season training, and are ready to get going.” The post YAMAHA ANNOUNCES 2026 OFF-ROAD TEAM appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи