MotoFactory

OFFICIAL BETA PRESS RELEASE: Trials riding is a proven foundation for improving performance across all on-road and off-road disciplines, making a trials motorcycle an ideal addition to any rider’s garage. Because the sport is quiet and low-impact, it can be enjoyed by riders of all ages in a wide variety of settings. Trials offers a customizable level of challenge: you can enjoy a casual afternoon play-riding in a confined space with friends or enter a local competition and choose a skill class tailored for a more structured, competitive experience. Beta Evo 80 Senior As Beta transitions to the all-new Sincro line of trial motorcycles, the Evo line lives on with the 80cc youth models, as well as the proven Evo 300 4-stroke. Beta 80 Evo junior Perfect for young riders, the Evo 80 Jr. is suggested for riders between the ages of 9 and 11. The Sr. model has full-size wheels in a smaller chassis and has a suggested age range of 11-15 however, some smaller adults will also find this model to be the perfect choice for starting out. 300 4-Stroke: For those who like thumpers, the Evo 300 4-stroke is the bike of choice. Over 8 lbs. lighter than the other brands’ 4-stroke, as well as a tighter turning radius, the Evo 300 4-stroke is known for being a more gentle bike to ride while also being “whisper-quiet”. The bulletproof engine design is easy to work on and will provide years of trial fun! EVO Pricing: Evo 80 2-Stroke: $4,890.00 (Jr.) / $5,290.00 (Sr.) Evo 300 4-Stroke: $8,990.00 Destination fee. $459.00 Evo 80 – $529.00 Evo 4-Stroke Not included are professional dealer setup, taxes, license, or other required fees. Availability: March: Evo 80 Models April: Evo 4-Stroke Model View EVO Models BETA 80 CUP A premier competitive program designed to foster the next generation of trials talent. GNCC and off-road youth riders and youth motocross riders are invited to try the sport of trials! Developed in collaboration with the AMA/NATC National Series and NEXT GEN Regional Youth events, the Cup offers young riders a structured pathway to showcase their skills on a national stage. The Beta 80 Cup is specifically tailored for riders aged 10–14 competing on 2023 or newer Beta 80cc machines. To qualify for the series, participants must compete in either the East or West AMA/NATC National Series within the Junior Clubman class. Highlighting the importance of community and safety, all participants are required by NATC regulations to have a designated Minder. Program Requirements & Details: Eligibility: Riders aged 10–14 competing on 2023 or newer Beta 80 models. Series Participation: Must compete in all East or West AMA/NATC National events (JR Clubman class). Regional Integration: Riders must also participate in at least one AMA/NEXT GEN Regional Youth event. Scoring: Eligibility and results will be verified at each event by NATC and NEXT GEN. The highest total championship points accumulated from four rounds in either the East or the West, as well as points from the NextGen national, will win the Beta 80 Cup. Each Beta Cup participant will receive a gift from Beta for competing in the series. The winner of the Beta 80 Cup will receive a brand-new Beta Evo 80cc or Sincro 125 Trial bike as well as the Beta 80 Cup Championship Trophy. The post NEW BETA TRIALS MODELS & BETA 80 CUP DETAILS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Since their inception over 65 years ago in 1957, Liqui Moly has been committed to innovation, growth and excellence in everything they do. We teamed up with the crew at Liqui Moly and a handful of other industry-leading companies to build this GasGas MC150. 1. Designed specifically for motocross use, the Mitas Terra Force MX SM front and rear tires feature a tread pattern and carcass for soft to intermediate terrain. The Terra Force MX line is a direct result of racing development done on the MXGP circuit. 2. The original Pro Circuit Works pipe and R-304 stainless steel Shorty silencer combination is designed to increase performance throughout the powerband. 3. WP Pro Components suspension, like the XACT Pro 8950 rear shock and XACT Pro 7548 spring fork featuring proprietary Cone Valve technology, are the components used by the GasGas factory race teams around the world. 4. Jeff Emig has redeveloped the popular ODI V2 lock-on grips with a medium-durometer compound; aggressive, tacky knurls; articulated, tall waffle pattern; and nine different colorway options. 5. Born from the needs of professional race teams like Star Racing Yamaha, the new Rekluse Apex is designed to provide a smooth and consistent lever pull, transfer more power to the rear wheel, and maximize durability, thanks to patented technology, including the Fixed-Pin hub, TorqDrive friction plates, and more. 6. The GasGas factory wheelset features CNC-machined, billet-aluminum, red-anodized hubs providing weight savings and increased strength. Also included are anodized spokes and nipples laced up to D.I.D DirtStar black rims. 7. Twin Air’s PowerFlow kits are designed to ensure a leak-proof, fool-proof fit with a rigid, lightweight, billet-aluminum cage and dual-stage air filter also included in each kit. Jared and the crew at Backyard Designs collaborated with the Dirt Bike staff to come up with a set of custom graphics that brought the entire build together and provide a clean, classic look. The Grip Pro is a one-piece OEM replacement seat cover made from Seat Concepts’ high-grip wire gripper material. Designed for quick and easy installation, and features a pre-sewn front pocket to simplify alignment. Engineered for enhanced grip and upgraded style, the Grip Pro offers an alternative replacement without ribs to your original cover. TM Designworks’ FX rear chain guides feature a streamlined profile and an increased coverage of the swingarm mounting tabs. The guide also has replaceable wear pads, the Return Memory System and is available in multiple color options. Complementing the original Fasst Company Flexx handlebar is the recently released Low Bar, which is designed for the rider looking for the lowest possible overall bar height. At 68mm tall, the Low Bar perfectly complements our 92mm and 116mm bars. It’s ideal for offsetting added height from a damper or lowering your setup in general. FCP Racing engine mounts are designed to improve overall handling, and feature CNC-machined top mounts and titanium front-mount hardware. They’re used under the radar by many factory-level Supercross and off-road professional teams. The post PROJECT BIKE SPOTLIGHT: LIQUI MOLY GASGAS MC150 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

In 2023, the total number of dirt bikes in the Triumph line was zero. Now, with the arrival of the TF450-C and TF250-C, there are six total—and more are stacking up in the pipeline. Today’s off-road universe is divided into multiple groups and subgroups of bikes made for very specific purposes. Triumph is demonstrating that they can play the specialization game as well as anyone. The new C models are cross-country race bikes that join the X (motocross) and E (enduro) lines. We have to admit that this addition to the Triumph fleet caught us by surprise. When we tested the TF450-E in October, we declared that it would fill the role of cross-country racer for Triumph. That bike was so much more aggressively tuned than other trail bikes like the Honda CRF450X, Yamaha WR450F and KTM 450XC-W, we didn’t foresee an even more race-oriented line. Yet, here we are with the Triumph TF450-C, which is basically a motocross bike set up for GNCC-style racing. With a full tank, the TF450-C is said to weigh 247 pounds, which is 8 pounds more than the MX version FAMILY TREE Here’s how the TF450-C fits into the family. It has the same motor, gearbox and frame as the 2026 TF450-X motocross bike. That means it has a single-overhead-cam motor that pushes over 60 horsepower through a five-speed gearbox and uses a full-competition muffler. The only engine-tuning difference is off-road mapping. The chassis is built around the exact same aluminum single-backbone frame as all the other dirt bikes in the Triumph line, but the KYB suspension is tuned for off-road riding (or racing). It has a larger fuel tank than the motocross bike (2.2 gallons versus 1.8), an 18-inch rear wheel, Dunlop AT82 tires, handguards, a skid plate and a kickstand. If that sounds familiar, it should be. KTM, Husqvarna, Honda, GasGas, Yamaha, Kawasaki and Beta all have cross-country race bikes that use more or less the same formula. Triumph already has well-recessed linkage and the skid plate is designed for further protection. To back up a little, the 450-E tested in October has a much longer list of features that separate it from the motocross bike. It has a different head and crankshaft in addition to a six-speed gearbox. That bike, however, is still a closed-course competition bike as defined by the U.S. government. That means it does not have an especially quiet exhaust and is not eligible for a California green sticker. It also means that there’s a great deal of overlap with this new C model. For 2026, all three of the Triumph 450s got some common updates. A new clutch hub has reconfigured lubrication ports, and a new Belleville clutch spring allows for more consistent engagement. The engine mounts are reconfigured, and a new gearbox selector star is designed to address notchy shifting. The MSRP for the 2026 TF450-C is $10,695 and the TF250-C is $9695. That does not include tariffs; both bikes are manufactured in Thailand. LET’S RIDE TORNADO Triumph invited us to ride the new TF450-C in the Hatfield-McCoy Trail System of West Virginia, not far from the site of the Mountaineer GNCC. The Hatfield-McCoy Trail System is perhaps more famous in ATV circles, but the West Virginia Trail Authority recently opened a new network specifically for motorcycles called the “Tornado Single Trax.” That’s where we spent a day with the new Triumphs. Up front, you have to understand that the TF450-C is a race bike first and foremost. It has enough power to line up next to anything in the MX realm and have a reasonable expectation of a holeshot. With that understanding, you can expect the bike to be a beast in the woods. But, as beasts go, the Triumph does have some manners. Our very first experience with last year’s TF450-RC (Ricky Carmichael) Edition was on a muddy red-clay track in Georgia where we learned it had one of the smoothest, sweetest power deliveries in the motocross world. The conditions on the Tornado Single Trax trails were similar; overnight rainfall left polished clay and extremely slippery conditions. Traction was a struggle in the morning, although it improved throughout the day. The Triumph’s power delivery was smooth enough to make it manageable, although you still had to be very respectful with the throttle. There was nowhere where you could use full power. Dunlop AT82 tires are stock on the cross-country models, whereas Pirelli is used for MX. Like the other Triumph off-road bikes, the TF450-C has a pod on the left side of the handlebar that offers some help. It has a map switch, as well as buttons for traction control, launch assist and Quickshift. The two maps that are preloaded into the bike’s ECU are standard and a mild map, which has about 10 percent of the bike’s full output shaved off the top. Beyond that, Triumph offers tuning though its own smartphone app. In order to use this, you have to install a connectivity unit. That came as standard equipment on the TF450-RC, but not this bike. Triumph sells it through its accessory division for $210. The exhaust system is pure competition—no spark arrestor, no inner baffle. The noise level isn’t excessive, but it’s not EPA compliant. Once you have the MX Tune Pro app on your phone, you connect through Wi-Fi to the bike. Yamaha Power Tuner users know the drill. Triumph has five maps precooked and ready to upload into the bike’s ECU: OE Factory, Desert, Fast Woods, Single Track and Soft. OE Factory has zeros across the table for both fuel and spark advance. Desert is a little tangier, with mostly positive figures across the chart, meaning more fuel and more advance. Soft has mostly negative numbers. With the slick conditions, we loaded up the soft maps and piggybacked that with traction control. That tamed down the hit considerably. But, don’t expect miracles. You can only do so much through electronic means; you can’t decrease compression or change cam lift. No matter how many negative numbers you install, a TF450-C is never going to be a fluffy trail bike. You will always have to deal with a boatload of power, you always have to beware of stalling, and you always have to cover the clutch. In the slick West Virginia clay, the TF250-C stole the show. ROOTS, ROCKS & RUTS Motocross suspension tuners have it easy compared to off-road guys. MX tracks only vary by so much, whereas “off-road” can mean anything from Baja to EnduroCross. Triumph at least had a general target of GNCC racing in mind. That means the TF450-C is made for very rough conditions and moderate speeds. The conditions we faced at Tornado Single Trax were far, far smoother than any GNCC course this year. The bike should have been a little on the stiff side, and it was. But, it was still comfortable. In fact, the true test of any good off-road setup is versatility. The same race can have miles of first-gear rock gardens, as well as a motocross-style grass track. West Virginia gave us a little glimpse of that kind of variation, and the TF450-C handled it all without issue. At last, part of the credit has to go to the frame. Right from the start of Triumph’s venture into the dirt world, good handling has always been a common theme from bike to bike. We loved the way the original TF250-X handled, and we have loved every Triumph since then. The TF450-C feels light and easy to toss around, it’s stable, and it turns well. You can’t ask for much more. 2026 Triumph TF250-C TRIUMPH TF250-C We briefly got to ride the 250cc version of the same bike. It kinda stole the show. In wet, slick conditions, the milder power output of the 250 was actually an advantage. Plus, the 250’s crazy ability to rev gave it an absurdly wide power range. It makes enough torque to idle though ruts and roots, then when conditions open up, you can rev it to over 13,000 rpm. Essentially, you never have to shift. There’s also the often-repeated factor about perceived weight. A 250 might weigh about 3 pounds less than a 450 on the scale, but it feels far, far lighter on the trail. Part of that is physics. The heavier crank of a big motor creates more gyro effect and therefore wants to hold its place in space to a greater degree. More than that, a 250 is simply less tiring. Look no further than the results of this year’s GNCC Pro classes. The 250s are routinely beating the 450. Two maps are available on the fly. More can be had if you get the optional connectivity unit and use the MX Tune Pro smartphone app. WHERE TO GO, WHERE TO RACE The guys at Triumph are very clear on the point that the new C models are designed for GNCC racing. Maybe so, but they might be overlooking more fruitful hunting grounds out west. The NGPC and WORCS venues are natural for bikes with a strong MX heritage and often include long motocross sections. In the tighter, more technical sections that define eastern off-road racing, Triumph’s own E models might be more suited. Either way, it’s hard to believe that this is a first-year effort. We can hardly wait to see what comes next. The post OFF-ROAD IMPRESSION: TRIUMPH TF450-C appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Riding the Beta 200RR Race Edition was like hanging out with an old friend. Once upon a time, the 200cc two-stroke was my favorite type of motorcycle. It started with the early Kawasaki KDXs and continued with the KTM 200s in the late ‘90s and early 2000s. Now, there’s only the Beta. It came into being in 2019, built from the platform developed for the then-new 125RR. Beta is a company that gets the most out of every new engine it develops. Just look at the company’s core four-stroke motor design; it has evolved into five different displacements used in 16 different models. The 125 project might never have been attempted if Beta engineers didn’t foresee at least two motorcycles growing from that one seed. The 200 and 125 are actually quite different from each other. First of all, the 200 has electric start, whereas the 125 is kickstart only. There’s still a place to put an optional kickstarter if you absolutely must. The displacement of 190cc was attained by changes in both bore and stroke, 62 by 63mm versus 54 by 54.5mm. Since its introduction, there have been numerous motor updates including a revised gearbox and shifting mechanism this year. The chassis has been completely revised at least twice. It remains a steel design with a central backbone. This particular model is the Race Edition. That means it has KYB suspension at both ends and a selection of anodized bits and pieces. It has a front axle grab handle, aluminum footpegs, a bi-metal rear sprocket and handguards. It does not get some of the X-Pro convenience features like oil injection or a rescue strap. As you could probably guess, the 200 has many of the attributes of a 125 two-stroke. It revs quickly and easily and is eager to get up and go. Where the 200 differs from a 125 is at the bottom of the powerband. There’s no penalty for letting the revs drop too low. You can go all the way down to idle, then open the throttle and the motor will pull you out of the cellar without too much complaint. If you’re in a hurry, you can help it along with a little clutch work–the pull is light and the actuation from the hydraulic system is consistent and doesn’t fade. The gearing is a little tall. First gear comes into play more often than you might expect, but because the bike works so well at low rpm, you never feel the need for a lower gear. If you did, there’s plenty of room to alter the 15-50 final gearing. On top, the 200 is decent but not overwhelming. It might feel a little milder than a typical 125 motocross bike, but that’s because the transition into the peak power zone is smoother and more gradual. Faster 125s are usually a toggle switch, going from “off” to “on” in one big swift hit. The 200, on the other hand, is always on. The real magic of this 200 two-stroke, just like the ones of the past, is the perception of light weight. On our scale, the 200RR Race Edition is 223 pounds without fuel. That’s a little lighter than any of the current 250 and 300 off-road two-strokes, but not by any huge margin. On the trail, though, the 200 feels at least 20 pounds lighter. There are a lot of semi-scientific reasons for that, but it’s mostly because you associate the way the motor works with other bikes that are, in fact, much lighter. I’m going to ride this bike as much as I possibly can in the weeks ahead and then report back in the April, 2026 print edition of Dirt Bike. HANNAH GOES INTERNATIONAL I was digging through the dirt bike archives and discovered this gem of a photo. It’s from the 1978 Motocross des nations in Gaildorf, Germany and presumably shot by Luc Verbeke. Back in 1978, the U.S was no threat on the international motocross stage. The first sign of trouble for Europe happened in Gaildorf, Germany that year. A young Bob Hannah led both motos of the 500 class in an epic battle with Heikki Mikkola. Eventually Hannah crashed out, Mikkola won both races and the USSR won the team competition, but it was advance notice of things to come. Three years later the U.S. team would begin its record streak of 13 consecutive wins. TIME CAPSULE: MAGOO INTERVIEW One of the toughest interviews I ever did was back in 1987 when I worked for Cycle World. David Dewhurst and I went to visit my high-school acquaintance Danny Chandler in Northern California after his career ending injury. Now, it’s been 16 years since Danny passed. I recently ran across the interview in piles of old stuff, so here it is, with apologies to Cycle World for any copyright infringements. In the summer of 1982, Danny “Magoo” Chandler was the best motocrosser in all the world. He won the 500cc USGP, the Superbikers competition, both motos of the Trophee des Nations and both motos of the Motocross des Nations. And he did it all with a certain flair and wild-man style that made him a crowd-pleaser all over the world. Three years later, he would crash at a Supercross in Paris, France, breaking his neck and leaving him permanently paralyzed from the chest down. Today, Chandler lives with his wife, Tracy, and his daughter, Kayli, in northern California, where we visited him to talk about his career, Europe and the future of motocross. “All I did was ride the best I knew how. Maybe that was a little bit crazy sometimes.”–Danny Chandler Ron: What happened at Paris when you got hurt? Magoo: I did a tabletopper, a onehanded one, and landed with my hands on the bars, but 1 went off the track and hit a hay bale. The front wheel hit it and went up. then the rear wheel kicked me up. And as I was going over the handlebars, 1 hit a camera with my left shoulder. It spun me around and I landed on my neck, straight up-and-down. It shoved my head forward. The damage is at C-5 here (points to lower neck). Ron: With David Bailey getting hurt and the FIM effectively outlawing double jumps, there has been a lot of talk about doing away with doubles over here. Do you think that’s a good idea? Magoo: It’s hard to think of what racing would be like without jumps. Are we going to go roadracing or what? I think in Supercross they have gotten a little out of hand, but I don’t think it’s the promoters’ fault; it’s more the riders’ fault. They’re the ones out there with the mindset that says they’re going to jump so far. They’re the ones doing it. If one of the top six guys does it, then they all have to do it, especially if they’re in a points race. Ron: It seemed like you were always one of the six who would do it. Magoo: When I’d see somebody do a double. I’d know I had to do it. Some people really pissed me off when they said, “The way you rode, you kind of deserved it” (getting injured). But all I did was ride the best I knew how. Maybe that was a little bit crazy sometimes, but I never wanted to change my riding style. And then, when David got hurt, I said to myself, we got the wildest man in America, and now we got the smoothest guy in America, both in the same boat. What does that tell you? The risk is there, no matter how good you are or how careful you are. If you put yourself in that situation, sooner or later you’re going to crash. There’s nothing you can do about it. Ron: Is motocross too dangerous these days? Magoo: It’s strictly in the hands of the riders. I’ve always felt that way. They have their own minds, and they can do the doubles if they want. It’s hard to think where Supercross would go now if there were no doubles. It would be basically a shorttrack. The whoops would be there, but they’re dangerous, too. A guy could get off in the whoops, flip over and land on his head real easy. And it doesn’t take much pressure. It only takes two pounds of pressure or less to break your neck. All you have to do is hit just right. Ron: Is racing in Europe as dangerous as racing in the U.S.? Magoo: I don’t think that it’s more or less dangerous. I think racing is as dangerous as you make it. You put yourself in a high-risk position so many times that sooner or later, the risk gets greater. It’s different if you go riding once a month or once a year, but if you go riding every day, the risk gets greater. It’s just something you accept. Ron: What was your insurance situation when you got hurt? Magoo: In France, the medical bills are all paid for through their taxes. But when I got home, I didn’t have any insurance. We got MediCal, so that helped, and then the benefit race held for me helped, too. But we had a big bill. I was in the hospital for three months. The total was about $200,000. Ron: You were injured for most of the previous season too, weren’t you? Magoo: I separated my shoulder in Italy. My shock broke when I was going off a big downhill jump. That’s another situation—I could easily have broken my neck there. It was a perfectly good jump, but my shock broke when I hit it, and I don’t even remember going to the hospital. When I woke up in the hospital room I was dying of pain and my face was all cut up. Ron: If you had the power to control the sport of motocross, is there anything you would change? Magoo: The only way the sport can grow is with better insurance—like a disability insurance program. We pay enough money, or could pay enough money, to have a good program, so if something did happen, you’d be taken care of. But the actual sport itself would be hard to change without it suffering. I think taking anything away from the tracks would be a real letdown. I’m sure there are things that can be safer—how far apart the jumps are, and the speed you have to hit them at, or maybe they should design them with more lift. I don’t know. But I don’t think you can make racing completely safe. There’s always going to be that risk. That’s the chance you take. If I had to do everything over, I wouldn’t change a thing. Well. I would change one thing: I would wear better protection. I think a lot of equipment could be made better. Better neck protection, to prevent hyperextension above the neck. The clothing could be built a lot better, too. Look at football players. They take the most abuse to the neck. And as many people are there are in football, there aren’t that many injuries. They have chest protectors with neck rolls, and they wear all that stuff for a reason. Ron: Do you think the shoulder pads and chest protectors they now have in motocross are adequate? Magoo: Some of them are real close. But I think there could be a neck roll, and I’ve had some ideas on shoulder pads with a back piece that goes down into a kidney belt. I’ve talked to a few doctors about it. There are a lot of things that could be done to protect the riders. I don’t know how David Bailey landed, but when he broke his back, I imagine it was from getting thrown too far backward. It’s hard to break your back by bending forward. There is a lot of gear that could help prevent some of those injuries, but people would have to wear it. We’re all too into being “Hollywood.” I was that way. I never wore a chest protector unless I had to. I hated them. Ron: Were you wearing one in Paris? Magoo: No. I hardly ever wore them in Supercross. Hardly in any outdoor races, either, unless it was rocky. Ron: When you were with Honda and doing so well, was that the best money in motocross? Magoo: No. The best I ever did with Honda was almost $300,000. The year I got hurt, with oil companies and other sponsorships you can’t even get in the States, I was going to start out with $400,000. That was without any bonus money, without even winning. Ron: With Honda, most of the money came in bonuses? Magoo: Yeah, Honda was paying about $60,000 plus bonuses. It’s unheard of to get start money in the States. In Italy, you can go to a race and get $4000 just to show up. And if you win, there’s bonus money. Ron: How did the fans react to you over there? Magoo: Great. It’s not that they are a lot better, but there are a lot more of them. I was always pretty friendly, I thought. I like to be in the limelight. I was one of those types. I wasn’t a bashful guy. Ron: How would you compare your riding style to that of the Europeans? Magoo: American and European riders are different. Americans won’t count anything out. Europeans will look at a double and say, “Oh, it’s not possible.” Americans will go, “Hey, this can be jumped.” I used to go out and step it off. At the race in Italy where I separated my shoulder, there was a double there. Malherbe and Thorpe looked at me and asked, “Do you think it’s possible?” I stepped it off, and said, “Yeah, that’s going to be possible.” They said I couldn’t do it, but on the second lap of practice I made it. Then they all had to do it. The only one who didn’t was Thorpe. He won’t try a double unless he knows he can make it. Ron: How do you approach a double jump, mentally? Magoo: Some guys will come up to the jump and stop. The next lap they’ll stop again, and this will go on all day, or until they see someone make it. A lot of riders are that way. If I thought I could do it. I’d take two or three runs at it. If I didn’t do it in those two or three runs, then I wasn’t going to do it at all—unless I’d see someone else do it. Then I had to do it. But for me to make a double that nobody else was going to make, I’d usually do it in the first or second lap of practice. That would be the only part of the track I would think about. Before I even put my helmet on. I’d be thinking about making that double. First lap I’d only jump off the first part of the double, just to see how I flew; on the second lap I’d put the hammer down and just fly. I’d try to jump past the second jump, just to be sure I could make it. After I’d clear it. I’d start thinking about whether I should be landing on the face of the second jump or the backside. I’d try to land perfect, be smooth. But usually the first time, I would just think about getting over it. Ron: What kind of effect do you think that your injury, as well as Bailey’s, will have on the sport? Magoo: I don’t think it will have any effect. That’s part of life. I’ve accepted it. It’s really difficult for me. I’m bummed out. But life goes on, and I just wish that in my 15 years of riding I had put money into a retirement or disability thing, with the AMA or something. That would sure be nice. I could live pretty good and I wouldn’t need all those donations. Ron: As far as money goes, have you got everything planned out now? Magoo: Oh, yeah. I’ve got social security. Everything’s pretty good. I was in a big bind there with the hospital bill, and I had a tax problem, but who doesn’t have a tax problem? Ron: What are your plans for the future right now? Magoo: Try to get a job, something that I like to do. I helped some guys out a couple of weeks ago with motocross, and they did real well. It made me feel good. They improved a lot, so I was thinking of teaching a couple of small motocross schools. But it’s really scary right now with all the lawsuits going on. I’m helping the OHV park in Sacramento with a couple of lawsuits. It’s crazy—you can’t really protect yourself. Some guy is suing the OHV park for a couple of million, and I’m acting as a defense witness. He was going down a hill there and fell in a rain rut. He got hurt pretty bad. So he felt that the park should have taken the rain ruts out, or put a sign up saying there were rain ruts. When you get on a motorcycle, it’s your own problem. You should know what to expect. You should know it’s dangerous. Ron: What kind of advice would you give young guys coming up now? Magoo: Wear the best protection possible. Buy football shoulder pads or something, even if it means looking like a goober out there. Because I wouldn’t wish what happened to me on my worst enemy. See you next time! –Ron Lawson The post RIDING THE BETA 200 PLUS HANNAH & MAGOO TIME CAPSULE: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Ken Roczen emerged on top of round five of the 2026 Supercross season in convincing flag-to-flag fashion. Vince Friese got the holeshot in the main, but Roczen was on top in short order, while Eli Tomac hit the ground in turn one. From there on, it was a slow extension of Roczen’s gap and a gradual return to mid-pack for Tomac. The real benefactor was Hunter Lawrence, who by virtue of his second place finish, finds himself in the points lead. In the 250 West class, it was business as usual for Haiden Deegan who won easily. For extended coverage of the 2026 Supercross season click here.  450 MAIN EVENT 1. Ken Roczen 2. Hunter Lawrence 3. Cooper Webb 4. Justin Cooper 5. Jorge Prado 6. Joey Savatgy 7. Chase Sexton 8. Aaron Plessinger 9. Dylan Ferrandis 10. Justin Hill 11. Jason Anderson 12. Eli Tomac 13. Garrett Marchbanks 14. Christian Craig 15. Shane McElrath 16. Colt Nichols 17. Vince Friese (HS) 18. Freddie Noren 19. Mitchell Harrison 20. Grant Harlan 21. Josh Cartwright 22. Malcolm Stewart 250 MAIN EVENT 1. Haiden Deegan (HS) 2. Levi Kitchen 3. Cameron Mcadoo 4. Michael Mosiman 5. Ryder Difrancesco 6. Maximus Vohland 7. Hunter Yoder 8. Max Anstie 9. Avery Long 10. Parker Ross 11. Lux Turner 12. Joshua Varize 13. Robbie Wageman 14. Crockett Myers 15. Justin Rodbell 16. Cole Thompson 17. Hunter Schlosser 18. Preston Masciangelo 19. Carson Mumford 20. Reven Gordon 21. Ayden Shive 22. Colby Copp 450 HEAT ONE 1. Eli Tomac (HS) 2. Hunter Lawrence 3. Justin Cooper 4. Cooper Webb 5. Christian Craig 6. Garrett Marchbanks 7. Colt Nichols 8. Justin Hill 9. Grant Harlan 10. Tristan Lane 11. John Short IV 12. Romain Pape 13. Freddie Noren 14. Josh Greco 15. Scott Meshey 16. Bobby Piazza 17. Max Miller 18. Kyle Bitterman 450 HEAT TWO 1. Jorge Prado (HS) 2. Joey Savatgy 3. Jason Anderson 4. Ken Roczen 5. Chase Sexton 6. Aaron Plessinger 7. Malcolm Stewart 8. Dylan Ferrandis 9. Vince Friese 10. Mitchell Harrison 11. Josh Cartwright 12. Kevin Moranz 13. Shane McElrath 14. Anton Nordström 15. Zack Williams 16. Luke Kalaitzian 17. David Pulley Jr 18. R.J. Hampshire 250 W HEAT ONE 1. Maximus Vohland 2. Levi Kitchen 3. Lux Turner (HS) 4. Avery Long 5. Max Anstie 6. Cole Thompson 7. Robbie Wageman 8. Parker Ross 9. Preston Masciangelo 10. Logan Leitzel 11. Reven Gordon 12. Dominique Thury 13. Kai Aiello 14. Lorenzo Camporese 15. Colby Copp 16. Blake Davies 17. Paul Bloy 18. Scotty Wennerstrom 19. Tyler Gibbs 20. Kyle Wise 250 HEAT TWO 1. Haiden Deegan (HS) 2. Michael Mosiman 3. Cameron Mcadoo 4. Hunter Yoder 5. Carson Mumford 6. Joshua Varize 7. Justin Rodbell 8. Ryder Difrancesco 9. Crockett Myers 10. Nico Koch 11. Matti Jorgensen 12. Hunter Schlosser 13. Keegan Rowley 14. Kaden Lewis 15. Braden Spangle 16. Dylan Cunha 17. Austin Cozadd 18. Ayden Shive 19. Ronnie Orres 20. Brandon Ray 450 STANDINGS AFTER ROUND FIVE 1. Hunter Lawrence 106 2. Ken Roczen 101 3. Eli Tomac 98 4. Cooper Webb 91 5. Chase Sexton 89 6. Justin Cooper 75 7. Jorge Prado 73 8. Jason Anderson 73 9. Joey Savatgy 66 10. Dylan Ferrandis 62 11. Aaron Plessinger 50 12. Christian Craig 45 13. Justin Hill 40 14. R.J. Hampshire 38 15. Malcolm Stewart 36 16. Colt Nichols 34 17. Garrett Marchbanks 24 18. Shane McElrath 24 19. Vince Friese 14 20. Austin Forkner 12 21. Mitchell Harrison 11 22. Mitchell Oldenburg 6 23. Freddie Noren 4 24. Kevin Moranz 3 25. Grant Harlan 3 26. Tristan Lane 1 27. Josh Cartwright 1 28. Justin Barcia 1 29. Ryan Breece 1 30. Max Miller 0 31. Cade Clason 0 250 WEST STANDINGS 1. Haiden Deegan 118 2. Michael Mosiman 91 3. Ryder Difrancesco 89 4. Max Anstie 88 5. Cameron Mcadoo 80 6. Levi Kitchen 79 7. Maximus Vohland 77 8. Hunter Yoder 60 9. Parker Ross 57 10. Avery Long 49 11. Carson Mumford 48 12. Joshua Varize 45 13. Lux Turner 39 14. Chance Hymas 38 15. Dilan Schwartz 36 16. Anthony Bourdon 28 17. Crockett Myers 26 18. Robbie Wageman 25 19. Justin Rodbell 23 20. Matti Jorgensen 20 21. Hunter Schlosser 18 22. Dominique Thury 14 23. Ayden Shive 11 24. Preston Masciangelo 8 25. Lorenzo Camporese 7 26. Cole Thompson 6 27. Reven Gordon 2 28. Ty Freehill 2 29. Brandon Ray 2 30. Keegan Rowley 1 31. Colby Copp 0 32. Slade Varola 0 The post 2026 GLENDALE SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Story & photos by: Zapata Espinoza/zapbikemedia In my almost 40 years of being in the moto industry I’ve been lucky to attend my fair share of motorcycle shows. The very first and greatest at the time was the EICMA (Esposizione Internazionale Ciclo Motociclo) show in Milano, Italy. EICMA got its start back in 1914 and for my rookie year in 1990 it was held in the city’s ageing, quasi-decrepit exhibition center. As the name implied, it was a combination of both bicycles and motorcycles on display. Eventually the bicycles would disappear, and EICMA became the predominant industry show which would end each run with a public day for the moto mad masses. This year the Italian Trade Agency invited me to another Italian show in the city of Verona which sits about two hours east of Milano. The Motor Bike Expo got its start back in 1995 as a custom bike show, but it had grown over the years to include motorcycles of every variety. In short, this show was a mindblower! Over the two days I attended, tens of thousands of people (at $20 per head) poured through the gates to gawk at the latest in models and accessories. Although the day long rainstorm on day 2 cancelled the demo rides, stunt show and Endurocross competition, it certainly didn’t dampen the enthusiasm of attendees who traveled from all across Europe. Just as remains evident each year at the show in Milano, when it comes to dirt bikes the ADV/Dakar bike market far out paces the consumers’ interest in motocross bikes. By judging the number of off-road oriented tour companies present, Euro ADV riders have a definite thirst for hardcore, off-road riding experiences. Easily the one take-away I had was just how passionate European moto enthusiasts are about motorcycles. And from that thought, the question arose, why is it that such grand motorcycle shows don’t/can’t exist in America? Don’t we love motorcycles too?! For more: www.motorbikeexpo.it/en/ INSIDE THE HALLS There was no shortage of off-road tour companies at the show and this big Beemer was an exceptional rental. Note the cutout in the gas tank. Rally bikes were on predominant display in many accessory brand booths. Paris-Alger-Dakar took place from December 1978 to January ’79. Yamaha’s rally bike legacy that led to today’s Dakar inspired production bikes. It’s official, multi-color boots have replaced the long dominant white boots. That should be enough gas to get you to work and back! Kove had an impressive display of bikes that included this model that borrowed Lucky Strike graphics of old. Among all the modern bikes was this true stalwart of off-road history …and an Italian knock-off. Husqvarna had a Billy Bolt replica on display. The Yamaha XT 500 fan club was in the house. Italians seem to have real affection for wild graphic kits. Dakar bikes were found in every corner. Easily one of the most entertaining displays was “scooter hall” that had some truly head scratching bikes on display. It was surprising to see how big custom bikes and choppers are in Europe. One of the most striking was this spectacular re-creation of an old dirt tracker. Biker clubs from all over the continent strolled through the halls proudly displaying their club colors. If the value of bike shows can be reduced to a single thing, it would be inspiring kids to get on bikes and live a life on two wheels. There was a nice tribute for Cagiva test rider Giampaolo Marinoni who died at the race in 1986 following a crash on the final stage. A modern version of the famous BMW piloted by former motocross world champion Gaston Rahier who was a two-time winner of Paris Dakar. Grit was a new e-bike brand that offered a variety of body kits. Don’t let either the accessory tank graphics or orange frame convince you that this is anything other than a Can-Am 250. Who says old bikes can’t be things of beauty even when sitting still?! The post ITALY’S MOTOR BIKE EXPO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2026 YAMAHA WR125R TEST https://youtu.be/X2SA5VJ3f0Q The post ALL NEW YAMAHA DUAL SPORT – WR125R TEST (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We recently got a chance to meet Hayden Doick , Will Allen and Gavin Gilday when they all made a trip out from back east so that we could shoot this 2003 Suzuki RM125 build with huge meaning behind it in the Dirt Bike Magazine studio. Hayden wrote this about the experience: “This bike is a tribute bike to one of my best buds that lost his life at too young of an age. Luke allen was 18 years old and loved anything with an engine. His favorite colors are blue and pink, giving the inspiration for this machine. From his initials on the top of the seat to the memorial stickers on the air box and the front fender. Never would I thought this bike would make it this far, even into a magazine. I can’t thank the Dirt Bike Magazine crew enough for making my dreams come true. This is an experience I’ll never forget for as long as I live! Maybe we’ll run into each other again as my urge to build better bikes continues to grow, just a kid that loves two wheels. Thanks again Dirt Bike Magazine!” Here are some photos of the 2003 RM125 build from our studio session and look for a more detailed story in an upcoming issue of our printed magazine. The post 2003 SUZUKI RM125 PROJECT BY HAYDEN DOICK : 2-STROKE TUESDAY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TM 250EN-X The post TM 250EN-X TWO STROKE TEST | ONLY 1 IN UNITED STATES appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

This week we got our first chance to ride the new KTM 450SX-F Factory Edition. For 2026, this is a bit of a departure from the Factory Editions we have seen in the past. The very first one in 2012 was an advance release of the 2013 model, which was completely different from the one that was currently homologated for AMA racing. That allowed Ryan Dungey to race with the very latest hardware without violating the production rule. In later years, the Factory Edition tradition continued whether or not the upcoming KTM model featured any updates–it would generally get an Akropovic exhaust, some bling and an orange frame in those years. There has never been a year that it was seriously upgraded for the sake of performance alone–until now. The 2026 ½ Factory Edition has premium level suspension components; the WP XACT PRO 7548 fork and WP XACT PRO 8950 rear shock. The Xact Pro fork–often referred to as the Cone Valve fork, has steel coil springs as well as the cone-shaped mid-valve from which it gets its name. The springs are rated at 5.0 N/mm and the shock spring 45 N/mm which is recommended for a rider between 165 and 187 pounds. In addition, the Factory Edition gets: Red Bull graphics Orange Frame Frame protectors WP holeshot device Connectivity Unit Offroad (CUO) Orange CNC triple clamps Black Engine mounts Selle Dalla Valle seat cover Gray ODI lock-on grips Semi-floating front brake disc Carbon front brake disc guard Carbon skid plate Factory wheel set Dunlop Geomax MX34 tires Orange rear sprocket Gold chain Akrapovic slip-on muffler Hinson clutch cover MSRP: $13,699 Sean Lipanovich likes to get up early to ride cool bikes at Glen Helen. Whether or not this is a preview of the 2027 production model remains to be seen, although it’s unlikely because the cost of these suspension components would be prohibitive. The fork alone generally sells for around $3500. The clutch cover is by Hinson, the clutch itself is still KTM. Nothing wrong with that. The main pillar of the KTM 450SX-F is still the motor. The Akrapovic muffler makes very little difference, although it is a little quieter than the standard SX-F muffler, likely in advance of upcoming noise restrictions in FIM and U.S. Pro motocross. It’s still a beast of a motor, it’s still the best in the industry and it’s still just as appealing to novices as well as pros. In fact, the only thing that has kept the KTM from chalking up win after win in every shootout since 2012 has been the front suspension. The air fork that arrived in 2017 was a massive improvement over the 4CS, but some (most) riders still preferred springs. So would this bike with its Cone Valve fork have been the uncontested winner in 2026, as well as most of the prior shootouts? Absolutely. The fork is a great improvement. It is aimed at expert-level riders. Older, fatter, slower riders will want to soften things up. Interestingly enough, less rebound damping in the fork goes a long way toward making it more comfy for average riders. The shock is also a step up from the rear suspension on the standard model (the WP Xact LDS), although it’s not so dramatic. The biggest advantage is its adjustability. The spring preload isn’t set by locking rings like almost every other shock in the world, but by a worm gear. You spin an 8mm adjuster clockwise for more preload. It takes about a zillion turns to make up a single millimeter of ride height, but it’s still preferable to the hammer and punch method. Another great advantage of the Factory Edition is the Connectivity Unit Off-Road. This offers tunability through a Bluetooth connection to your phone. It also brings GPS into the picture and, with a separate subscription to Litpro, you have full analytics that follow you around the track. This isn’t a feature that everyone needs, but for those who do a great deal of track testing (like us) it’s invaluable. You have section times, speeds, and even how far you fly off each jump. A normal Litpro subscription with any bike gives you that, but in this case it is integrated with the motorcycle itself, so you can see what gear you are in and how hard you are revving the motor. It’s amazing. You can read the full test in the April, 2026 print edition of Dirt Bike. OCEAN 2 OCEAN I just got back this week from the Ocean 2 Ocean challenge in Panama. It was an adventure like nothing I have ever experienced before. Panama isn’t a very wide country. It’s only about 50 miles from the Pacific side to the Atlantic side. The concept of going overland through it all at the country’s widest point (around 300k) was the brain child of Jerry Curtis, Michelle Curtis and Abodiel Morales. Jerry and his wife run a business in Florida, but both grew up in the Canal Zone of Panama, so they have dual citizenship and intimate knowledge of Panama. Ten years ago they came up with the concept of running a coast-to-coast rally, all by road-book navigation. The problem was that it was almost impossible. That first year attracted some of the best riders in the region, but only one rider finished–Chris Birch. There were refinements to the route and a move to the driest time of the year (our winter), and the event has now become a yearly Central American happening, attracting hard enduro riders, adventure bikes and 4WD nuts. It is designed to be a three-day trek that starts near the port of Colon and finishes at Playa Venao on the Azuero Peninsula. Some years have been harder than others, but none have been easy. You can read about how Pete Murray, Lendon Smith and I fared this year in the April 2026 print issue of Dirt Bike. To learn more about custom rides in Panama, go to Panama Motorcycle Adventures. See you next time! –Ron Lawson The post RIDING THE 2026 1/2 KTM 450SX-F FACTORY EDITION: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

NRG Stadium in Houston was the venue for the first Triple Crown of the 2026 SMX season and Cooper Webb used the opportunity to climb back into contention for the title chase. He accomplished the victory without winning any of the individual main events, while Ken Roczen, Hunter Lawrence and Eli Tomac took a win apiece. In the 250 class, it was the opposite scenario. Haiden Deegan won all three of the individual races solidifying his position atop the 250 West Standings.  450 CLASS 1. Cooper Webb 4 – 2 – 3 2. Hunter Lawrence 7 – 1 – 2 3. Ken Roczen 1 – 5 – 4 4. Eli Tomac 3 – 13 – 1 5. Chase Sexton 2 – 9 – 6 6. Jason Anderson 6 – 7 – 5 7. Jorge Prado 5 – 3 – 11 8. Malcolm Stewart 8 – 6 – 10 9. Justin Cooper 9 – 4 – 12 10. Dylan Ferrandis 11 – 10 – 7 11. R.J. Hampshire 10 – 14 – 9 12. Christian Craig 19 – 8 – 8 13. Aaron Plessinger 12 – 11 – 13 14. Joey Savatgy 17 – 12 – 15 15. Garrett Marchbanks 14 – 15 – 16 16. Colt Nichols 13 – 20 – 14 17. Justin Hill 15 – 16 – 17 18. Shane McElrath 16 – 18 – 18 19. Vince Friese 18 – 17 – 19 20. Mitchell Harrison 20 – 19 – 20 21. Tristan Lane 21 – 21 – 21 22. Cade Clason 22 – 22 – 22 250WEST 1. Haiden Deegan 1 – 1 – 1 2. Levi Kitchen 2 – 2 – 3 3. Cameron Mcadoo 3 – 3 – 4 4. Maximus Vohland 5 – 4 – 6 5. Ryder Difrancesco 6 – 5 – 5 6. Max Anstie 10 – 6 – 2 7. Hunter Yoder 8 – 7 – 7 8. Michael Mosiman 4 – 14 – 8 9. Parker Ross 9 – 8 – 9 10. Carson Mumford 7 – 9 – 15 11. Joshua Varize 13 – 12 – 11 12. Anthony Bourdon 12 – 13 – 12 13. Lux Turner 11 – 10 – 17 14. Avery Long 21 – 11 – 10 15. Dominique Thury 14 – 15 – 16 16. Matti Jorgensen 15 – 17 – 14 17. Justin Rodbell 18 – 16 – 13 18. Crockett Myers 17 – 20 – 18 19. Ayden Shive 16 – 19 – 22 20. Hunter Schlosser 20 – 18 – 21 21. Keegan Rowley 19 – 22 – 19 22. Slade Varola 22 – 21 – 20 450 STANDINGS 1 Eli Tomac 88 2 Hunter Lawrence 84 3 Ken Roczen 76 4 Chase Sexton 74 5 Cooper Webb 71 6 Jason Anderson 62 7 Justin Cooper 57 8 Jorge Prado 56 9 Joey Savatgy 50 10 Dylan Ferrandis 49 11 R.J. Hampshire 38 12 Christian Craig 37 13 Aaron Plessinger 36 14 Malcolm Stewart 36 15 Colt Nichols 28 16 Justin Hill 28 17 Shane McElrath 17 18 Garrett Marchbanks 15 19 Austin Forkner 12 20 Vince Friese 9 21 Mitchell Harrison 8 22 Mitchell Oldenburg 6 23 Kevin Moranz 3 24 Tristan Lane 1 25 Grant Harlan 1 250 WEST STANDINGS 1 Haiden Deegan 93 2 Max Anstie 74 3 Michael Mosiman 73 4 Ryder Difrancesco 72 5 Maximus Vohland 61 6 Cameron Mcadoo 60 7 Levi Kitchen 57 8 Hunter Yoder 45 9 Carson Mumford 45 10 Parker Ross 45 11 Chance Hymas 38 12 Dilan Schwartz 36 13 Avery Long 36 14 Joshua Varize 35 The post 2026 HOUSTON SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2026 300cc TWO STROKE TEST https://youtu.be/6FCRRtAtpEY The post 2026 GPX 300 TWO STROKE TEST (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Surron, makers of the Light Bee and Ultra Bee electric bikes, is celebrating right now after a U.S. District Court handed the company a major victory in a three-year multinational lawsuit. Surron has been awarded $10,000,000 in damages from Talaria Technologies citing patent infringement. The victory “sends a signal to the global market that Chinese companies respect and proficiently utilize international rules to defend their intellectual property,” the press release from Surron states. “Infringement will not escape legal consequences—anywhere.” The following is from Surron. On January 16, 2026, at 9:00 AM Central Time, a jury in the U.S. District Court for the Western District of Texas, Austin Division, delivered a unanimous verdict in favor of Surron in its patent infringement case against Talaria Technology (Chongqing) Co., Ltd. and Talaria Technology (Hong Kong) Co., Ltd. The jury found Talaria liable for willful patent infringement and awarded Surron $10 million in compensation—marking a total victory for Surron in this cross-border legal dispute. The Surron crew celebrates the unanimous verdict in its patent infringement case against Talaria Technology. This case caps a three-year multinational lawsuit by the plaintiff over the defendant’s five-year pattern of infringement. Surron presented a solid, comprehensive evidence chain, around the core design patent of its iconic product, “Light Bee” electric off-road motorcycle, submitting original design manuscripts, patent documents, and detailed market expansion records. This evidence chain gained full support from the U.S. court, leaving the infringer with no room to escape. As a pioneer in the electric off-road motorcycle sector, Surron sends a clear message through this victory: intellectual property protection knows no borders, copying is not a low-risk shortcut; and any attempt to profit from infringement will face severe legal and market consequences. Talaria’s origins are rooted in betrayal driven by greed. In the business world, there will always be those who let greed override integrity, choosing to betray trust and violate rules. Two former Surron employees—Wang and Ye, who controlled sales channels and had intimate knowledge of product designs—inflicted significant harm on their former employer. Joining Surron in early 2017, they were entrusted not only with competitive compensation but also with full responsibility over sales. They deeply understood the effort behind product development and the team’s aspirations. However they twisted their professional duties into a shortcut for personal gain. While still at Surron, they diverted clients to third-party trading companies, each diverted deal costing the company substantially. They ignored the team’s collective work, placing self-interest above ethics and law. Benefiting from these misconducts, they went further—colluding with external manufacturers while still employed to copy Surron’s products in pursuit of even greater illicit profits. Business thrives on integrity and mutual success, while responsibility is the bottom line of professionalism. Wang and Ye’s actions violated fundamental business ethics and shattered trust and conscience. Their conduct reflected no responsibility, no bottom line—only naked pursuit of profit. This victory not only safeguards Surron’s innovation and brand rights and upholds fair market competition, but also sends a signal to the global market that Chinese companies respect and proficiently utilize international rules to defend their intellectual property. Infringement will not escape legal consequences—anywhere. The post SURRON AWARDED DECISIVE VICTORY IN U.S. PATENT LITIGATION appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Rocky Mountain ATV-MC WORCS Series kicked off its 2026 season at Shorty’s MX Park in Blythe, California, with the WORCS Shorty’s Breakout Grand Prix, delivering a fast, demanding, and unpredictable opening round. With the return of the Regional AMA championship, the numbers increased, allowing for more competition and battles throughout the course of the weekend. The course featured a high-speed hard-pack motocross layout before plunging through a canyon into deep sand, rewarding riders who could adapt as conditions evolved. Sunday’s two-hour Pro race introduced a true game-changer, a downhill pro-only section that provide to be the pivotal point of the racecourse. SLR Honda’s Tyler Lynn dives under Chance Fullerton in Sunday’s Pro 450 feature race. PRO 450 In the Pro 450 class, early laps were led by Mason Semmens and Dare DeMartile. Semmens showed confidence in his first race in the 450 division after dominating the Pro 250 Championship in 2025. Tyler Lynn, aboard his SLR Honda machine, settled into third early, remaining patient as the leaders set the pace. The turning point came when Lynn attacked the downhill pro section with a creative approach. While much of the field dropped into the ravine, Lynn chose a bold alternative line, jumping down the hillside and carrying significantly more speed on exit. In a single lap, he surged from third to first, immediately putting distance between himself and the rest of the field. Once out front, Lynn never relinquished control. He consistently gained time through the pro-only downhill and deep sand, laying down some of the fastest laps of the race in the 7:20 range as the course continued to break down. Semmens eventually adapted, finding the same downhill line and responding with pressure, even clocking a standout lap in the 7:18 range while pushing to close the gap. Despite the charge, Lynn remained composed, managing traffic and conditions to secure a decisive win. Behind the lead duo, Justin Hoeft delivered one of the most consistent rides of the day. By minimizing mistakes and maintaining steady lap times, Hoeft capitalized on errors from DeMartile to move forward and lock in a strong result. Noah Gordon (41) challenges Jake Alvarez (192) off the start of the Pro 250 race. PRO 250 Now out from under the shadow of Mason Semmens’ domination, the Pro 250 class saw some heated competition. Early in the race, Sam Pretscherer set the tone with blistering pace, posting one of the fastest laps of the class at 7:26.588 and establishing himself at the front. Cole Zeller stayed locked in the fight until an early-race incident between the two sent Zeller to the ground, forcing him to remount deep in the field. Zeller methodically worked his way back through traffic, refusing to panic and maintaining a competitive pace as conditions worsened. He consistently posted laps in the 7:27–7:30 range, navigating the deep sand and canyon sections with precision and patience. As the race approached its final stages, Zeller had clawed his way back to Pretscherer’s rear wheel. The decisive moment came just before the final lap, when Zeller capitalized on an opening and reclaimed the lead. Under intense pressure through the closing miles, he stayed mistake-free and controlled the pace to take the win, completing a remarkable comeback after the early setback. Pretscherer crossed the line in second while Colton Aeck rounded out the Pro 250 podium with a steady ride. OPEN PRO The Open Pro class, new for the 2026 season, gave riders an additional opportunity to compete for a win while gaining valuable extra seat time over the weekend. The format proved effective, with Cole Zeller taking home the victory. All three riders who filled the podium also compete in the Pro 250 class, with Harlem Nelson and Jordan Maas joining Zeller on the box. Pro 250 winner Cole Zeller. WOMEN PRO In the Women’s Pro class, the opening round delivered strong, competitive racing on the same challenging layout. Shelby Turner set the early benchmark with a class-fast 8:45.015 lap, leading the field to the checkered flag followed by defending champion Lauren Woods and Dayna Raynor. PRO 450 TYLER LYNN (HON) MASON SEMMENS (KTM) JUSTIN HOEFT (KAW) DARE DEMARTILE (BET) CHANCE FULLERTON (KAW) PRO 250 COLE ZELLER (KTM) SAM PRESCHERER (HON) COLTON AECK (KAW) NOAH GORDON (KTM) TRISTUN ALVAREZ (KAW) WOMEN PRO SHELBY TURNER (TRI) LAUREN WOODS (GAS) DANA RAYNOR (HUS) RACHEL BURTON (KAW) WORCS FULL RESULTS The post SPARKS FLY AT 2026 WORCS OPENING ROUND appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Three new two-stroke models from Kawasaki have officially been announced but they might not be the ones that everyone was waiting for! Well, unless you’re part of the mini ripper crowd. Kawasaki has revamped the KX85 and KX112 models and added a larger wheel model of the KX85 for 2026. The official information and images are from Kawasaki below. Kawasaki KX85 Color: Lime Green MSRP: $4,999 The new 2026 KX85, KX85 L, and KX112 motorcycles retain their proven engines while receiving significant chassis updates that elevate the competitiveness of Kawasaki’s mini motocross models. From improved suspension to advanced ergonomics, every detail has been refined to maximize on-track potential. Chassis upgrades are inspired by Kawasaki’s full-size KX motocross machines, including a fully adjustable 43mm KYB inverted front fork with Kashima-coated outer tubes for smoother, more responsive action. Rear suspension travel has been extended to 12-inches on the KX85 L and KX112 – matching full-size KX models – while the rear shock is now fully adjustable for a more personalized setup. Additional upgrades, such as larger brake discs and a roomier rider triangle with ergonomic adjustability, help ensure these bikes deliver superior control, comfort, and race-winning potential. Kawasaki KX112 Color: Lime Green MSRP: $5,749 Chassis upgrades are inspired by Kawasaki’s full-size KX motocross machines, including a fully adjustable 43mm KYB inverted front fork with Kashima-coated outer tubes for smoother, more responsive action. Rear suspension travel has been extended to 12-inches on the KX85 L and KX112 –matching full-size KX models – while the rear shock is now fully adjustable for a more personalized setup. Additional upgrades, such as larger brake discs and a roomier rider triangle with ergonomic adjustability, help ensure these bikes deliver superior control, comfort, and race-winning potential. Together, these updates transform Kawasaki’s KX mini bikes into serious machines ready to launch the careers of aspiring young racers. KAWASAKI KX85 AND KX112 HIGHLIGHTS: ● NEW KX85 L model with 19” front / 16” rear wheels SUSPENSION ●NEW fully adjustable 43mm KYB suspension ● NEW powerful 240mm / 220mm disc brakes ● NEW Dunlop Geomax MX34 tires ● NEW rigid perimeter frame ● NEW ergonomics with ERGO-FIT adjustability ● NEW Renthal Fatbar and ODI Lock-on Grips ● NEW latest KX Styling NEW fully adjustable 43mm KYB suspension NEW powerful 240mm / 220mm disc brakes NEW ODI Lock-on Grips The post KAWASAKI ANNOUNCES THREE NEW 2026 TWO-STROKE MODELS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TESTING 3 NEW BIKES. GO BEHIND THE SCENES WITH US The post 2 STROKE OFF-ROAD TESTING appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The Las Vegas stop of the Mecum Auctions circuit is reserved for two-wheels only (and occasionally three). And the 2026 show is shaping up to be one of the largest. We browsed through over 1,700 motorcycles about to go up on the block and picked out some of the dirt-worthy eye-candy. We found some great ’90s two-stroke motocrossers, race replicas, a handful of race bikes from Chad Reed, Timmy Ferry and Sebastian Tortelli along with some notable gems and interesting rarities. Check out what’s coming at this week’s 2026 Las Vegas Mecum Auction. This ’93 Kawasaki KX250 Pro Circuit SplitFire also wears replica graphics from Jimmy Gaddis’ 125 West Supercross winning bike. It looks like Red Dog is cleaning out the garage. His Factory Suzuki RM125 that he raced in the 1996 AMA Motocross Nationals is up for auction this Saturday. Chad Reed’s 2014 TwoTwo Motorsports Works race bike is going on the block on Friday. This is the real deal. How much do you think Reed’s 2014 Kawasaki KX450F SR will go for? Once upon a time, Harley-Davidson took a stab at motocross competition. The 1978 Harley-Davidson MX250 is what they came up with. The Motor Company produced this Aermacchi-built 250 two-stroke for one year only. There are three up for bid at this year’s Las Vegas Mecum Auction. Each is expected to fetch an estimated $25,000 – $28,000. Big chunk of change for a motocross bike—merely a down payment on a modern Harley-Davidson. This 1992 Honda CR250 known as “Gold Digger” won several bike show awards from the One Moto Show in Oregon and the Washougal MX Park Show in Washington. Clean enough to eat off of. This 1978 Suzuki RM125 Moto-X Fox works replica has some trick looking air shocks. No, this is not some AI abomination. Husqvarna once made an actual three-wheel conversion kit. This 1973 Husqvarna Super Cycle 450 CR 3-Wheeler was made to tackle snow and sand. Have you ever wished you could travel back in time and buy a brand new 1990 Honda CR500? Well here’s your chance! This could be yours this Friday in Las Vegas. 1974 was a turning point for Kawasaki motocross development. This KX125 featured the unsuccessful rotary valve two-stroke engine, but still represents a pivotal time in Kawasaki’s competition off-road effort. And who doesn’t love the Cheetah bike? The famous 1992 Suzuki RM250 is an emblem of nineties MX. Check out more of what’s coming this week at the Las Vegas Mecum Auction at their website where you’ll find far more than motocross bikes. Dirt trackers, board trackers, baggers, choppers, radial engines, land-speed racers, hillclimbers, prototypes and plenty more wild, weird and exotic two-wheel wonders. Watch the action this week and weekend live on Roku, and if you see anything you like, there’s still time to register to bid! The post 2026 LAS VEGAS MECUM AUCTION MOTOCROSS PREVIEW appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Round three of 2026 Monster Energy Supercross series rolled back into Anaheim California and the intense racing action continued. The Monster Energy AMA Supercross Championship hosted its third consecutive sold out crowd to open the 2026 campaign as the world’s best returned to the hallowed grounds of Angel Stadium for Round 3 of the Monster Energy SMX World Championship. After a high-profile move to Monster Energy Kawasaki during the offseason, Chase Sexton captured his first win for the decorated manufacturer following another captivating Main Event. Photos By : David Dewhurst Chase Sexton – 1st Place – 450SMX Class “It’s been a long few months, going back to the [crash at the] Vegas SMX finale. That was not good for me. It’s hard to get back here [atop the podium], honestly. It’s been a journey. Even after the Heat Race tonight I was wondering what I was doing wrong and knew I needed to just go out there and do my laps. I strapped up for the Main Event and just rode solid and more within myself. I can’t say enough about the team and everything they’ve done to get us to this point. It’s good to put Kawi back on top.” Hunter Lawrence – 2nd Place – 450SMX Class “I just need a little more consistency throughout the day. Every time I went on the track I made a change to the bike, so every time I was learning the track again and trying to adapt to the bike. However, we are learning a lot and hopefully we can carry that through the rest of the series. I need to be better from the start through the beginning of the race. You could see I was a bit slow to get going, but I picked it up towards the end.” Eli Tomac – 3rd Place – 450SMX Class “The big picture [championship] is great. That race was a whole lot of everything. A lot of offense, a lot of defense. I tried some moves and got passed, and vice versa. I’m happy to defend that podium spot, it was important for me, but that was a very intense race. Overall, I’m happy with the finish and looking forward to next weekend.” After qualifying fastest earlier in the day Haiden Deegan came from behind in the main event to pass his Star Racing Yamaha teammate Michael Mosiman for the win in the 250cc class. Star Racing Yamaha’ Michael Mosiman would hold on for second and Rockstar Husqvarna’s Ryder Difrancesco claimed a solid third place for the second time in 2026. Haiden Deegan – 1st Place – Western Divisional 250SMX Class “That was amazing. Good ride. Solid ride. I need to give it up to [Mosiman], when people put in that extra work a lot of the time it goes unnoticed. He’s the only guy I see out there putting in the extra effort. I gotta give him credit and that’s what makes him such a tough competitor.”Michael Mosiman – 2nd Place – Western Divisional 250SMX Class “It feels great [to be on the podium]. Every time I go to the gate I look up at the stands, see all the fans, and make sure I appreciate the moment. We put in so much work just to be able to perform and when that happens it’s just an amazing feeling. I’m stoked on the race and stoked on my start. Whenever you can get a holeshot that makes a world of difference.”Ryder DiFrancesco – 3rd Place – Western Divisional 250SMX Class “I knew if I could keep [McAdoo] close that I could get him. It didn’t happen [initially] but I figured I could wear him down and get it done at the end. I guess Anaheim is my place. It’s close to home.” The post 2026 ANAHEIM 2 SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

I haven’t really thought too much about the Yamaha TW200 in years. Who has? Well, my buddies Lamont Dusseau and Gary Tailor apparently had and they got a pair of them and started talking about their TW adventures every week. I thought “why not?” I asked Yamaha if I could test one. It turned out they didn’t have a TW in the loan pool, but they eventually came up with one. The TW200 is a fat-tired throwback that’s been around longer than any other dual-sport bike in the world. The “Trailway” TW200 first arrived in 1987, looking much like it does today. Side note: when I tried researching old tests of the 1987 TW200, all I came up with was a test I had written myself for Cycle World back in the day. It made me feel very old. The TW was a spin off of the dirt-only BW200 of 1985 which had even fatter tires. That first year the TW had a few issues with its ignition which prompted an update the very next year, but other than that, it went completely unchanged until 2001, when it gained a front disc brake and lost its kickstarter (a back-up only; it always had an e-start button). Fans of the Honda XR650L are quick to point out that the XR has gone completely unchanged throughout its 35-year history, and that it should rightfully hold the title of longest production run in the motorcycle world. I will let them battle it out. When cults go to war, it’s best to stay clear. Jacob Tilley treating the TW200 with respect, unlike Carson Brown. The TW’s defining elements are its tires. It has a 130/80-18 front tire and a 180/80-14 rear tire on weirdly wide spoked rims. Fat tires like that had been seen elsewhere; most famously on the Rokon two-wheel drive motorcycles of the ‘70s. The tires on the TW aren’t that wide and the rear doesn’t even use a jackshaft to get the chain to the sprocket. The engine and swingarm are just wide enough to do the job, with just a little bit of engine offset to the left. The engine itself is very old school, built after a long, hard look at the Honda XL175, circa 1973 or so. It’s an air-cooled single overhead cam two-valver with a 28mm Mikuni CV carburetor. Our test bike was a California model with a big charcoal canister on the right that was about as inconspicuous as a 2-pound nose wart. The suspension is unadjustable, the rear brake is a drum and almost all the technology was current when Nixon was president. The TW was never meant to be on the cutting edge, and by opting out of year-to-year performance competitions, it has been immune to the pressures of advancing technology. So many other dual-sport bikes have come, grown old and gone away while the TW sat alone and unscathed; the Switzerland of dual-sport bikes. Through all that, there were some things that the TW did and still does better than anything. First and foremost is the appeal generated by its low seat height. Those small-diameter wheels combine with about 6 inches of suspension travel to produce a seat height of 31 inches. That’s lower than anything capable of getting a license plate and a half-foot lower than a Honda XR650L. It’s also far lighter than any other Japanese dual-sport bike–267 pounds without fuel. That’s lighter than the Honda XR150L or even the brand-new Yamaha WR125R. Those benefits come at a cost. To state the obvious, the TW is no motocross bike. It doesn’t have the power or the suspension travel to even do a lap around the average track without a frightening moment or two. The motor makes around 12 horsepower. That means that jumps are more like little hillclimbs and real hills are overwhelming. To be fair, it can climb Mt St Helens at Glen Helen, which is widely regarded as the steepest hill on any mainstream motocross course. But, it’s not easy. And if there are other bikes on the track, you might need a ramp on your back. More relevantly, the TW can keep up with highway traffic. Actually, the list of things the TW can do is significantly longer than the list of things it can’t do. It can go over 100 miles on a tank of gas. It can fit almost anyone, regardless of size. It can fit in the trunk of a 1965 Ford Galaxie. And it can fit into the budget of a high-school senior working at Cinnabon. That last point is even more significant when you consider that the TW is still made in Japan. Other manufacturers have moved production of their “budget” dual-sport bikes to Southeast Asia. The TW has an MSRP of $4999, making it one of the most affordable motorcycles coming out of Japan. And, the TW200 actually has some surprising capabilities that other dual-sport bikes don’t have. The fat tires give it the ability to float on soft dirt. If you put a Honda XR650L in deep sand, the only way it can keep going is with speed. Once it stops, it sinks. The TW, on the other hand, can stop and start as many times as you like. It’s a good thing, too–it doesn’t have speed in its bag of tricks. There are some peculiar handling traits, though. While the front wheel might not sink in sand, it doesn’t offer much straight-line stability. The contact patch is virtually round. You could probably use a trashcan lid instead of a tire with similar results. Also, the TW doesn’t like to slide–or at least the rear wheel doesn’t. If you go into a turn with speed, the front wheel will generally break loose first unless you have your weight way, way forward. One aspect of TW cult membership that’s essential is the underground information network. The bike’s technology was frozen in place four decades ago, but there are solutions for everything. Can’t handle the super narrow footpegs? There are lots of alternatives. Did you bend your shift lever on a passing bush? Check in on the TW200 forum for advice. Bigger, stronger parts aren’t always the answer. If you find an unbendable shifter, you might bend your shift shaft. All the information is out there for the finding. On another side note, Carson Brown took one look at my TW200 (that’s right, I think of some test bikes as “mine”) and snagged it. He then did unthinkable things to it, and I haven’t yet seen the results yet. I’m scared. You can read the full test in our upcoming Dual-Sport/Adventure Bike Buyer’s Guide. –Ron Lawson The post TESTING A NEW YAMAHA TW200–THAT’S RIGHT, A TW200–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Dear Mr. Know-It-All, I’m in the process of upgrading my older bike to a newer fork. We’re ditching the OEM triple clamp and going with an aftermarket triple clamp to put it all together. I noticed that the steering stop on the frame doesn’t quite line up right with the new triple clamp I have, but how important is that? Do steering stops really matter that much? Frank Tapper via mrknowitall@hi-torque.com Frank Tapper (or should we call you “Tank Slapper”?), you ask a valid question, and at one point we were actually asking ourselves the same question. Maybe it takes a solid tank-slap in the face to realize that, yes, steering stops matter! Upgrading your ride with a new front end is a big step, and while welding a new steering stop to your frame is no small task, take pride in your ride and do it right. If you are doing this on a late-model Kawasaki KX125 or KX250 two-stroke, Trick Engineering makes a DIY bolt-on version that requires no welding. We are in the process of doing KX and YZ steel-frame builds right now that require frame-stop modifications. We are working with Billy White from Luxon MX on our YZ build, and he offered some insight on the importance of steering stops: “You need a solid contact area for where the triple clamp hits the frame stop,” says White. “If you only have a small sliver of contact, you could actually damage the clamp or the steering stop in a big crash.” Billy took it a step further by tapping into his inner Rain Man to figure out some math for us: “There can be an enormous force on that area. Depending on how the bike hits the ground, causing the forks to hit the steering stop, the force applied at the stop can be about 9 or 10 times the force at the end of the handlebars. So, think about knifing the front end into the ground and the weight of the bike causing the forks to hit the steering stops. It could be 1000 pounds of force. So, think you’d have 9000 to 10,000 pounds of force on your steering stop. That’s significant.” There you have it, Tank Slapper. You certainly don’t want five tons of force slamming into your radiators or damaging your shiny new fork tubes. Take the time to do this build right and make sure your steering stop has a nice contact area on the triple clamp. If you don’t mind displaying your ignorance for the world to see, who are we to deny the opportunity? Send evidence of your failures to mrknowitall@hi-torque.com or Mr. Know-It-All Dirt Bike P.O. Box 957 Valencia, CA 91380-9057 The post STEERING STOPS: MR. KNOW-IT-ALL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

HUSQVARNA 901 PROJECT BUILD The post HUSQVARNA HERITAGE EDITION INSPIRED NORDEN 901 PROJECT appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

History has proven that Anaheim 1 results rarely set the tone for the entire Monster Energy AMA Supercross Championship, but after two rounds in, we can’t deny that we’re seeing some clear standouts in the 2026 field of 450SX racing. One in particular, Monster Energy Star Racing Yamaha’s Eli Tomac. After rising to the top at Angel Stadium for the season opener one week ago, Tomac once again put on a clinic at San Diego’s Snapdragon Stadium to claim his second victory in as many races. In the 250SX West Region Championship, Max Anstie was also looking for a repeat win, but the class win went to his Monster Energy Star Racing teammate Haiden Deegan. 450SX Suzuki rider Ken Roczen was once again a key player in the main event, and one of the only who could come close to matching the pace of Tomac. This time around, Honda HRC’s Hunter Lawrence joined the fray, turning the action at the front of the pack into a three-man tussle. Chase Sexton had a much improved outing on his factory Kawasaki, and judging by his lap times, might have also been in the battle for the lead had he not hit the gate off the start. Joey Savatgy was impressive, piloting his Quadlock Honda to fifth overall ahead of Justin Cooper, Aaron Plessinger, Cooper Webb and Dylan Ferrandis. Malcolm Stewart made an impressive return to racing after his horrific accident at Anaheim 1. The Husqvarna rider rounded out the top-10. 250SX Round 1 winner Max Anstie was once again on his way to victory in the 250SX West main event, with defending champ Haiden Deegan closing fast. Deegan made his move in a 180-bowl-turn, standing his teammate up in the process and causing him to tip over. Deegan’s move earned him the lead, which he held to the finish, where the San Diego crowd voiced their disapproval. Cameron McAdoo put his Kawasaki into second overall followed by Michael Mosiman. Levi Kitchen carded fourth while Max Anstie was relegated to fifth. Deegan’s win puts him into the championship lead, one point ahead of his teammate, Anstie. 250SX MAIN EVENT RESULTS Haiden Deegan (Yam) Cameron McAdoo (Kaw) Michael Mosiman (Yam) Levi Kitchen (Kaw) Max Anstie (Yam) Chance Hymas (Hon) Ryder DiFrancesco (Hus) Max Vohland (Yam) Dilan Schwartz (Yam) Anthony Bourdon (Kaw) 450SX MAIN EVENT RESULTS Eli Tomac (KTM) Hunter Lawrence (Hon) Ken Roczen (Suz) Chase Sexton (Kaw) Joey Savatgy (Hon) Justin Cooper (Yam) Aaron Plessinger (KTM) Cooper Webb (Yam) Dylan Ferrandis (Duc) Malcolm Stewart (Hus) 250SX WEST CHAMPIONSHIP POINTS Haiden Deegan (43) Max Anstie (42) Chance Hymas (38) Michael Mosiman (37) Ryder DiFrancesco (35) Levi Kitchen (34) Max Vohland (29) Dilan Schwartz (25) Avery Long (23) Cameron McAdoo (22) 450SX CHAMPIONSHIP POINTS Eli Tomac (50) Ken Roczen (42) Hunter Lawrence (40) Chase Sexton (32) Justin Cooper (32) Cooper Webb (29) Jason Anderson (28) Aaron Plessinger (27) Jorge Prado (26) Joey Savatgy (26) 2026 SAN DIEGO SUPERCROSS FULL RESULTS The post SAN DIEGO SUPERCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

WHAT. JUST. HAPPENED? Was about all anyone could say about the final stage of the 2026 Dakar Rally. Ricky Brabec’s lead of three minutes, 20 seconds heading into the final 105-km stage all but assured him the victory. The timed section was less than an hour of racing, but proof that anything can and does happen in the Dakar Rally, the last day held some wild drama that saw a third win slip through Brabec’s fingers in the last minutes of a 13-stage race, a gutting end for the Monster Energy Honda team. Luciano Benavides of the Red Bull KTM team is proof of why you simply never give up. The young Argentinian saw his slim margin to the leader turn into a sizable one on Stage 12, all but sealing the deal for the final stretch. But Benavides was not discouraged by the 3-minute 20-second gap. Instead saying “It’s not over. I will beat them.” He gave it 100% in the final stage, which was barely enough to snatch the victory from Brabec—the two-second gap the closest margin of victory ever recorded in the Dakar Rally. “I still can’t believe it,” said Benavides. “I never stopped dreaming. I woke up today full of energy and motivation, just thinking about what I could do and trusting in myself and that was the key for this Dakar. To win by two seconds is unbelievable. I even missed the last tow corners and nearly crashed so it was right on the limit, but it paid off. I honestly can’t describe this moment. This is my ninth Dakar and it shows that if you never stop dreaming, never stop believing, and keep fighting, anything is possible.” For Brabec, the fatal move was a navigation error along the coast of the Red Sea in the final kilometers of the race. “Six kilometers from the end of the final stage, Ricky turned left slightly too early. He didn’t take the correct track, lost a significant amount of time, and crossed the finish line just two seconds behind Luciano,” explained HRC Honda General Manager Ruben Faria. “With that small mistake, we lost the Dakar by just two seconds. Of course, we wanted more. We wanted to win, but we have to accept the result.” Ricky Brabec was gutted, but gracious in defeat. Brabec finished 10th on the stage. Red Bull KTM’s Edgar Canet took the win with Benavides finishing second on the day. Honda HRC’s Tosha Schareina took third on the day, and in the overall results. Skyler Howes landed fourth overall after a sixth-place finish on the final stage behind Adrien Van Beveren. Daniel Sanders managed to cling to fifth in the overall ranking despite a broken shoulder. In Rally2, Preston Campbell ended the final stage in third behind his Honda HRC teammate Martim Ventura. The duo carded second and third in the overall standing, respectively, and both also cracked the top-10 overall—an impressive result for the Rally2 rookies. STAGE 13 EDGAR CANET 00h 49’03” LUCIANO BENAVIDES +00h 00’06” TOSHA SCHAREINA +00h 00’47” MICHAEL DOCHERTY +00h 00’50” ADRIEN VAN BEVEREN +00h 01’15” SKYLER HOWES +00h 01’46” BRADLEY COX +00h 02’49” IGNACIO “NACHO” CORNEJO +00h 03’11” MARTIM VENTURA +00h 03’18” RICKY BRABEC +00h 03’28” FINAL STANDINGS LUCIANO BENAVIDES 49h 00’41” RICKY BRABEC +00h 00’02” TOSHA SCHAREINA +00h 25’12” SKYLER HOWES +00h 56’41” DANIEL SANDERS +01h 03’15” ADRIEN VAN BEVEREN +01h 04’46” IGNACIO “NACHO” CORNEJO +01h 39’50” ROSS BRANCH +02h 49’15” TONI MULEC +02h 57’18” PRESTON CAMPBELL +03h 01’55” The post DAKAR 2026, BENAVIDES TRIUMPHS BY 2 SECONDS! appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Today, no one questions Ricky Carmichael’s position as the Greatest Of All Time in motocross. In premier-class Supercross, his legacy didn’t get its first chapter until 2001. The previous two years had spotty results as he was continuously frustrated by the likes of Jeremy McGrath. His first win in a stadium came in round two at San Diego in ‘01. That season started as they often did back then, with Jeremy in front at Anaheim One. And, for a few laps, it looked as though San Diego would go the same way–Ricky had the holeshot but Jeremy took over almost immediately. Then something happened that we hadn’t seen before. Ricky repassed Jeremy for the lead. Then it was race-on for the next 10 laps as the two riders went wheel to wheel. Eventually, McGrath backed out of the battle and even dropped back to third when Mike LaRocco snuck by at the end. “I think I forgot to breathe,” said Jeremy at the end. In 2001, this was a familiar scene. The Jeremy vs Ricky battles were many, and made the cover of the May 2001 issue of Dirt Bike. Carmichael went on to win 14 of 16 races during the 2001 Supercross season and finished on the podium at every round to claim his first Supercross championship in the premier class. Carmichael ushered in a new era in racing and took over the premier class. At the San Diego Supercross this year, Kawasaki will commemorate the milestone by placing the very bike that Carmichael rode in 2001 on display as wwell as a modern bike dressed up in 2001 colors. The bike that never was. For the June, 2001 issue Dirt Bike paid tribute to RC’s upcoming outdoor season with this cover, showing his bike with a big number one. It never happened. Ricky Carmichael chose to keep his traditional number four that season–the first rider to turn down a number one earned in AMA Nationals. Ricky Carmichael earned his first 250-class Supercross win in Daytona, 2000. He felt his real breakthrough came the following season with his first win in a stadium At San Diego, Kawasaki will have the original 2001 KX250SR on display as well as this tribute version of Chase sexton’s modern KX450SR. STEVE WISE Steve Wise passed away this week of a heart attack. He was 68 years old. Wise was one of the most versatile riders in the history of motorcycle competition and the only man to win AMA motocross, AMA Supercross and AMA Superbike Nationals. Additionally, Wise earned a podium in the AMA Grand National Championship as well as the ABC Wide World of Sports Superbikers competition–twice; 1980 and 1981. As a rider for Kawasaki and Honda during the early stages of his career, Wise notched a third-place finish in the AMA 250 National Motocross Championship in 1980, which included a victory at the Red Bud 250cc National in Buchanan, Michigan. Wise nearly claimed a title in his first AMA road racing season, falling just three points shy of Mike Baldwin for the Formula One championship. Wise’s outstanding debut season, compounded with a podium finish in his first-ever appearance in an AMA Grand National Dirt Track race at the Houston TT, earned him the 1982 AMA Pro Athlete of the Year honor. Following his racing career, Wise became an ordained minister and started a real estate investment company. Wise was inducted into the AMA Motorcycle Hall of Fame in 2001 and later served as the Grand Marshal of AMA Vintage Motorcycle Days in 2023. JOHNNY CAMPBELL, 2001 Johnny Campbell is the most successful Dakar Rally coach in the world. He has ridden the rally on two wheels, navigated on four wheels, mentored Ricky Brabec and now has passed the torch to his son, Preston. It all started in 2001, when Johnny rode the rally as a rookie and finished eighth overall on a stock Honda XR650R. In those days it was a very different event. Not only did it take place in Africa, but it included massive twin-cylinder motorcycles capable of over 120 mph. Strategy was much simpler and survival was job one, so many of the lessons learned are now obsolete. Still, that was when Johnny started to gather the fundamentals that he still teaches today. Here’s what he wrote about that experience in Dirt Bike Magazine afterward. It’s the gnarliest race in the world. Period. The Paris-Dakar Rally is an event like no other. It’s long, fast, exhausting, disorienting, exciting and sometimes scary. You ride/race for 20 days across Europe and Africa. You get one rest day in the middle. There are no hotels, showers, toilets or excess food supplies. Just sand, rocks, camels and natives—you know, the usual Africa stuff. I just got back from my first Paris-Dakar Rally. It was wild. Last summer during the Nevada 2000, Franco Acerbis talked about sending me to the rally. I was wildly enthusiastic, but I don’t think I knew what I was in for. He said it would be an adventure. He was right. From New Year’s Day 2001 through the first four weeks of the year, I would be exposed to hundreds of new sights, experiences and smells. In the course of the race, I learned there are certain things you can and can’t get away with in the rally. With apologies to David Letterman, here is the Top Ten list of things Not to Do in Africa. The Top Ten List 1 Never pass up a shower. This is very important, even if it is a cold five-gallon bucket of stagnant water. You never know when you will see your next one—it could be five to 10 days. Luckily, no one will notice how bad you smell. They all smell worse. 2 Never leave all your gear in the assistance truck if it’s going to be a long stage. You arrive at the bivouac at 4 p.m., but the truck won’t get there until 2:00 a.m.. So you end up sleeping in the riding gear that you’ve been wearing for four straight days, right next to your bike on the ground. If you’re resourceful, you can probably figure out how to carry at least a change of underwear with you. 3 Always stop if you feel nature calling. You would be surprised how many riders don’t. It is, after all, a race, and you convince yourself that there’s no way you can sacrifice any time whatsoever. So some riders just do their business while they ride. Unfortunately, it’s often 100-plus degrees and your spare clothes probably won’t show up until the wee hours of the morning. And remember, you’ll probably have to wear those same riding pants for another week. Trust me, it’s a long race and you can make up the time it takes to stop. 4 Never assume that the guy in front of you knows where he’s going. He’s just as lost as you are. 5 Never forget your snack bag. Even if your rations look rather disgusting, pack them up and carry them with you. You’ll be happy you did, because if you finish the day at 2 p.m., you won’t be eating lunch until 7:30 p.m.. 6 Always make good notes in the road book. Every evening there’s a briefing on the hazards of the following day. Pay attention. Take notes. Highlight the slippery turns. If you don’t, one of those slippery turns might well make you look like a fool on international television. 7 Never go shopping outside of the bivouac, especially not with Jimmy Lewis. There is a time and a place for tourism. The natives are the best used-car salesmen in the world and before you know it, they will sell you a wooden hippo for twice what it’s worth even if you aren’t in the market for one—and after all, who is ever really in the market for a good wooden hippo? 8 Never fall over and get stuck under the bike. After refueling, your bike can weigh 70 pounds more than normal. And normal for a light rally bike like mine is about 300 pounds. It’s bad enough to be pinned by your own bike, but it’s much worse to have gas from the overflow vent pouring all over you and burning your skin. 9 Never think you have mastered navigation. Just when you think you’re somebody, you will ride 20 miles down the wrong valley. Pay attention to your road book at all times, even if it means slowing down. You will save time and energy in the long run, let alone the aggravation of being lost. 10 Never assume there will be fuel waiting for you at the finish of each day unless the organization tells you so. You’ll end up riding 10 miles down a scary African road to the nearest Total station. When you get there, no one will speak English and it could get ugly. Franco Acerbis offered Johnny the Dakar ride after the Baja 2000. That took place in the year 2000 and Johnny won with the help of Tim Stabb (with the foot injury) and Steve Hengeveld. See you next time! –Ron Lawson The post SAN DIEGO TRIBUTE TO RICKY CARMICHAEL: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The plan unfolded brilliantly on stage 12 of the Dakar Rally. Even though he started stage 11 in the lead and ended at a 23-second disadvantage, Ricky Brabec’s strategy was working according to plan. By allowing rival Luciano Benavides to gain back some time, Brabec started sixth on stage 12 which set the stage for a big comeback. Doing so enabled Brabec to slingshot himself back into the lead, this time with a 3-minute 43-second gap over second place Benavides, giving him a 3-minute 20-second advantage in the overall ranking with only one stage remaining. The pivotal move means Brabec has one hand on his third Dakar trophy. “I tried to ride carefully but took many risks today to make a good push,” said Brabec. “We’ve still got one day to go. Luciano has been riding really well through the whole rally so I got to give it up to him. We’ve been fighting every single day. It’s truly cool to see and I think people that are watching at home are really enjoying the results every day because it’s so back and forth. It makes for good racing and it makes for good television.” “It was a really tough day,” said Benavides. “I gave everything from the start. I pushed early, and from around kilometer 150 I was opening the stage, which was definitely not easy in these conditions. We lost a bit of time, but I’m happy because I gave 100% and we’re still in the fight. There’s just one shorter stage left tomorrow and we’ll keep pushing and believing right until the final kilometer.” It wasn’t an easy day for Skyler Howes, who opened the track after his stage 11 victory. He and Adrien Van Beveren went back and forth, leading the way through stage 12 but navigation errors slowed AVB, and an oil leak forced Howes to limp his Honda into the finish where he finished 11th overall, 24 minutes down. Even so, Howes managed to advance to fourth overall in the ranking. In the Rally 2 ranks, things aren’t as rosy for American Preston Campbell, who ceded even more time to class leader Tony Mulec. He now trails by 6 minutes 12 seconds. Campbell finished ninth on the stage just ahead of Mason Klein in 10th. Campbell still sits 2nd in Rally 2 and 10th overall. Despite his injury, Daniel Sanders is still pushing through for a finish. Stage 12 was a struggle for the injured Aussie, with lots of loose rocks, riverbeds and technical terrain. He finished 15th on the stage, 35 minutes down, and slips to fifth in the overall standings. “It looked like a nice stage if you had two arms,” Sanders quipped. “But in those more technical parts I had to work hard just to manage it. I did have a small crash, and the bike took a bit of a hit, but the main focus was staying smart and getting through the stage without doing anything silly. The muscles are sore from compensating, but that’s just part of it. The team has worked incredibly hard and they’ve put a lot of trust in me, so finishing this Dakar is important for all of us. There is one more day to go, around 100 kilometers, so we’ll recover as best we can, recharge the batteries and give it everything to reach the finish.” STAGE 12 RICKY BRABEC 03h 19′ 01″ LUCIANO BENAVIDES +00h 03′ 43″ TOSHA SCHAREINA +00h 12′ 58″ ADRIEN VAN BEVEREN +00h 13′ 07″ MICHAEL DOCHERTY +00h 17′ 11″ MARTIM VENTURA +00h 18′ 51″ TONI MULEC +00h 19′ 01″ ROSS BRANCH +00h 22′ 42″ PRESTON CAMPBELL +00h 22′ 46″ MASON KLEIN +00h 23′ 48″ SKYLER HOWES +00h 24′ 24″ EDGAR CANET +00h 27′ 43″ BRADLEY COX +00h 28′ 42″ IGNACIO “NACHO” CORNEJO +00h 29′ 38″ DANIEL SANDERS +00h 35′ 22″ OVERALL STANDINGS RICKY BRABEC 48h 08′ 12″ LUCIANO BENAVIDES +00h 03′ 20″ TOSHA SCHAREINA +00h 27′ 51″ SKYLER HOWES +00h 58′ 21″ DANIEL SANDERS +00h 58′ 31″ ADRIEN VAN BEVEREN +01h 06′ 57″ IGNACIO “NACHO” CORNEJO +01h 40′ 05″ ROSS BRANCH +02h 48′ 15″ TONI MULEC +02h 55′ 16″ PRESTON CAMPBELL +03h 01′ 28″ MARTIM VENTURA +04h 34′ 41″ BRADLEY COX +04h 42′ 10″ KONRAD DABROWSKI +05h 18′ 25″ MASON KLEIN +05h 20′ 33″ NERIMANTAS JUCIUS +05h 28′ 40″ The post DAKAR 2026, BRABEC BACK TO THE LEAD AFTER STAGE 12 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи