MotoFactory

Beta continues to expand its selection of off-road two-strokes. The latest addition to the line is a lowered version of the 300cc Xtrainer called the Lowboy. Here’s what Beta has to say about it: Beta USA is proud to introduce the latest addition to its off-road lineup: the 2026 Xtrainer Lowboy. Building on the massive success of the standard Xtrainer—the #1 selling entry-level enduro model—the Lowboy variant is designed to offer even greater confidence and control for riders of all sizes. The Lowboy was previously available as a special order for an additional cost. This new model is built by the factory and has the same MSRP as the standard Xtrainer. The standard Xtrainer has long been celebrated for its “Rideability,” bridging the gap between heavy, low-suspension 4-strokes and full-size competition bikes. The new Lowboy takes this philosophy a step further by lowering the center of gravity and seat height, making technical terrain more manageable than ever before. Key Features of the Xtrainer Lowboy Lower Stance: The Lowboy features a 1.2” lower seat height compared to the standard Xtrainer. This reduction is matched by lower footpegs and ground clearance, ensuring a balanced geometry that keeps the rider connected to the trail without compromising handling. Same Proven Performance: Retaining the lightweight 218-pound chassis and the torque-rich 300cc engine of the standard model, the Lowboy delivers the same predictable, tractable power that has made the Xtrainer an icon. No Price Premium: The Xtrainer Lowboy is offered at the same MSRP and dealer cost as the standard Xtrainer model. Rideability Redefined The Beta engineering team in Florence, Italy, has taken the Xtrainer’s unique spec list—performance, ergonomics, and design—and tailored it for riders who demand a lower profile without sacrificing capability. The Xtrainer is a purpose-built model, designed from the ground up to deliver an easier and more predictable ride. With the new LowBoy, we are opening the door to even more riders. Whether you are an entry-level enthusiast looking for a secure footing or an expert wanting an even more flickable play bike, the Lowboy delivers. The Xtrainer LowBoy retains the popular gray and red color combination for 2026 and features the same 15% smaller overall chassis and narrow mid-section that allows it to excel in the toughest conditions. The Xtrainer LowBoy retains all features of the Xtrainer: » Lighter weight: an extremely agile motorcycle, even for novices, a bike that is easier to maneuver at slow speeds and requires less energy from the rider. This enhances the riding experience.» Brakes: Nissin, with discs measuring 260mm at the front and 240mm at the rear. » Battery: lightweight, high-performance lithium battery. » Fork and Single Shock: R16V with 43mm fork tubes at the front and progressive leverage linkage system at the rear. The suspension is fully adjustable, the fork offering adjustable spring pre-load and rebound, and the single shock is adjustable in terms of its spring pre-load, compression and rebound. » Power delivery: smooth and linear, full-bodied and powerful – the perfect mix to have fun everywhere. » Beta Progressive Valve: the Beta Progressive exhaust valve can be adjusted by the rider from an easy external adjuster, allowing engine performance to be effectively adapted to suit every kind of usage. Turn the adjuster inward for slower speeds, turn the adjust out for more free-rev fun. » Map switch mounted on the handlebar: Rain or sun modes, to complement the progressive valve. » Tank: 2.4 gallon transparent tank. » Automatic oil injection: located beneath the seat (which is easily opened at the touch of a button), it does away with the need for the oil-fuel premix. » Soft tires: soft compound and aggressive design guarantee grip in every situation, the rider benefiting from responses that are less twitchy with respect to a tire with a stiffer carcass. » Cooling fan: The fan is mounted as standard on Xtrainer to ensure the engine always maintains the ideal running temperature, even on slower routes. Thermoswitch controls the fan, so no rider input is needed. » Electric starter: precise and reliable, essential when restarting the bike in tricky situations. » Engine and clutch: derived from the RR model range, no corners are cut with the Xtrainer; a diaphragm clutch, along with a six-speed transmission, completes the package. » Taillight: Xtrainer gets a new LED taillight, more modern and sturdier than the previous model. » Meter: The 2026 model is equipped with a new meter, which is larger and easier to read. This new meter provides the rider with much information, such as speed, distance, trip meter, and low oil warning. » Engine: New crankcases house larger main bearings for better durability. » Transmission ratios: First introduced in the RR X-Pro, the second gear was significantly updated to provide a wider range of use. This has improved the transition between second and third gear. » Graphics: The plastic retains the beloved Grey color, updated with modern and vibrant graphics, and contemporary white finishes that stand out and embrace its character. Availability: February MSRP: $8,990.00 The post BETA RELEASES XTRAINER LOWBOY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Skyler Howes won the first stage of his Dakar career today in a very fast, rocky special. This is Skyler’s eighth attempt at Dakar and it seemed like all the pieces finally came together in a way that allowed him to pull away from the field and set up his teammate Ricky Brabec for a good ride tomorrow. Skyler Howes, stage 11 Howes: “I’m happy. The stage was really fast and I just did a good job of navigating, pushed it to the end, so I consider that a perfect stage. I came away with the win which means a lot to give back to the team, they deserve stage wins, they deserve a lot and I’m happy to give that to them a little bit. Tomorrow, my job just means I’ve got to do a perfect job. All I’m looking forward to is opening the stage, doing the best I can and not make a single mistake and put Ricky into a good of position as possible. So I’ll just do my best, that’s all I can do. Ricky Brabec, stage 11 Ricky Brabec started the day with the lead in the overall standings, but decided the best strategy was to back off and allow his rival Luciano Benavidez to gain back some time. That will allow Brabec to start sixth and follow Benavides tomorrow. “Today it was the fastest stage and they had said this at the briefing. Everyday has been fast this week, we were like, “how can they get any faster?” But today was full gas, we were to the stop for 85% of the day. I did the best I could to catch my teammate Adrien and then we rode together, well he navigated and I kind of sat in his dust to collect some bonus time. Stage 11 was good, it was fast, a little bit technical and tricky, but I managed to manage myself well and now I think we’re in a good position for stage 12. Preston Campbell, stage 11 The Rally2 division has heated up with Preston Campbell surrendering the lead to Toni Mulec. Campbell: “Tomorrow is going to be a big push to get the lead back. We don’t know how it will go but I’ll do my best, push my maximum, make up some lost time and hopefully get a good result. My first goal coming here was to just finish and as the race evolved, your goals change and you’re close to the win, so you want to win. I’ll just have a good couple of last days, if the win comes that’s great and make it to the finish.” Mason Klein continues to finish just outside of the top 10 on his Hoto rally bike. Today he lost his rear brake in the liaison and had to ride the entire special without it. He now sits in 15th overall. The penultimate day of this year’s Dakar will see riders cover 720 km as they make their return to Yanbu on Saudi Arabia’s western coast. After 13 gruelling days of racing across spectacular terrain, the final push begins as competitors edge ever closer to the podium. STAGE 11 1. SKYLER HOWES 03h 09′ 02” 2. ADRIEN VAN BEVEREN + 00h 00′ 21” 3. EDGAR CANET + 00h 01′ 15” 4. LUCIANO BENAVIDES + 00h 03′ 37” 5. TOSHA SCHAREINA + 00h 04′ 06” 6. RICKY BRABEC + 00h 04′ 56” 7. MARTIM VENTURA + 00h 07′ 11” 8. BRADLEY COX + 00h 08′ 01” 9. ROSS BRANCH + 00h 09′ 00” 10. TONI MULEC + 00h 09′ 33” 11. MICHAEL DOCHERTY + 00h 09′ 38” 12. MASON KLEIN + 00h 10′ 13” 13. DANIEL SANDERS + 00h 10′ 28” 14. IGNACIO “NACHO” CORNEJO + 00h 13′ 52” 15. PRESTON CAMPBELL + 00h 15′ 23” 60. NATHAN RAFFERTY + 01h 23′ 37” OVERALL STANDINGS 1. LUCIANO BENAVIDES 44h 48′ 48” 2. RICKY BRABEC + 00h 00′ 23” 3. TOSHA SCHAREINA + 00h 15′ 16” 4. DANIEL SANDERS + 00h 23′ 32” 5. SKYLER HOWES + 00h 34′ 20” 6. ADRIEN VAN BEVEREN + 00h 54′ 13” 7. IGNACIO “NACHO” CORNEJO + 01h 10′ 50” 8. ROSS BRANCH + 02h 25′ 56” 9. TONI MULEC + 02h 36′ 38” 10. PRESTON CAMPBELL + 02h 39′ 05” 11. BRADLEY COX + 04h 13′ 51” 12. MARTIM VENTURA + 04h 16′ 13” 13. KONRAD DABROWSKI + 04h 38′ 21” 14. NERIMANTAS JUCIUS + 04h 50′ 07” 15. MASON KLEIN + 04h 57′ 08” The post DAKAR 2026, HOWES WINS STAGE 11! appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The new U.S. importer for TM motorcycles is making a push in American amateur racing with a special line of motorcycles and support for amateur racers. The following is a press release from 71 Powersports. US Race Edition Welcome amateur MX racers – 71 Powersports LLC brings you the brand new TM Moto US Race Edition. AMA legal for the limited classes and ready to win an AMA #1 plate, TM Moto has an impressive resumes of current factory riders who raced their way to the top on TM’s through the amateur ranks. With this new bike edition, you might be the next. We’ve taken the most race ready bike and improved it in key areas to make it head and shoulders the best bike in class for elite level racers. We’ve got what you need to race for the podium. Racing at this level is a big commitment, you can either be on the best equipment or be racing against it. Combined with the Factory Ride program, it is a great year to try a TM! Contact your local TM dealer for details or 775-468-6542 , cam@71powersports.com Factory Ride Are you a serious amateur motocross racer with goals of winning a national championship in 2026? We can not only help you with providing championship caliber bikes with top level parts support, but also a big reward if you achieve your goal with us. We are offering a FACTORY RIDE for 2027 to riders that win Loretta Lynn 2026 in their class on a TM Moto motorcycle. 71 Powersports LLC will provide two 2-stroke race bikes for the 2027 season and a generous parts allowance. Application forms available through the 71 Powersports LLC dealer network or 775-468-6542 , cam@71powersports.com The post TM U.S. RACE EDITIONS AND AMATEUR SUPPORT appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Formerly taking place in Las Vegas, Nevada, (among other places), the American International Motorcycle Expo (AIMExpo) made the shift to Anaheim for the 2026 event, bringing powersports dealers to Southern California for Supercross kickoff week. We stopped in to check out the sights and sniff out new motorcycle products that will be available this season. It’s impossible to do it all in two days, but here’s a look inside the 2026 AIMExpo at what we found. D.I.D has long made wheel rims, but revealed its all-new ACE Wheel, the company’s first pre-assembled complete wheel sets. New D.I.D ACE Wheels are constructed from A7050 aluminum rims and A7075 aluminum hubs with steel spokes and anodized nipples. D.I.D ACE Wheels will come in a variety of sizes and colors. KTM orange is looking sharp. Not a replica… ARC had one of Eli Tomac’s actual bikes on display to show off its new lever setups. ARC revealed a “10-year project” at AIME with all-new master cylinders. They will be available in three different piston sizes and be fully tunable. We’re excited to check out the new ARC clutch master cylinders… even if Eli isn’t. The Turn14 spread showcased all-new 50th anniversary gear from Answer Racing. Company founder Eddie Cole is presented with a special Answer Racing 50th anniversary jersey. New from ProTaper is the VDS handlebar mount system. The Vibration Damping System will come with three different sets of elastomers and a bar pad. They are available for oversize bars only (no 7/8″ mounts) and will retail for $199. Also new from ProTaper are tire covers. Apparently these are becoming popular in Europe and help keep mud and dirt out of the back of your van. Would you run these? 6D Helmets came out with the all-new ATR-3X setup and Max Goggle. Leave it Bob Weber to reinvent the norm. We’re eager to try out this unconventional setup. A peek at the inside of the new Max Goggle from 6D. EVS revealed a new line of chest protectors featuring RE ZRO impact protection material. Adult (left), kids size (center) and a hard-shell version (right) are available. The light inside shows the breathable materials. Riders should get plenty of airflow with this. Also new from EVS for 2026 is this knee brace with a trick new floating patella setup. In the big bling category is this suspension conversion kit from InnTeck. The Sal Soggio NxTrax system can convert a KYB, Showa, WP or Sachs fork to electronic suspension, complete with a 9D IMU unit that attaches behind the number plate. Our friends at Psychic Motorsports rolled out some updated products from its huge collection, including this KTM 125 cylinder kit from Namura they say they can hardly keep in stock. Builders take note: Psychic Motorsports has a vast array of products including switches, injectors and more. Of course we had to say hello to our friends at SuperSprox. That guy looks familiar… If you’ve ever wondered how an aluminum core and steel teeth come together so well, drink in this beautiful cross-section. And of course, the bikes! Suzuki revealed this GSX-8TT at AIMExpo. (Not a dirt bike, but still beautiful.) Moto Morini’s all-new Vettore 450 has landed in North America. (It will soon land in the Dirt Bike garage.) KTM gave a sneak peak at 2027 with the first 1390 SuperAdventure S EVO to set tread in the U.S. Its dirt-going R sibling has yet to arrive from Austria, but will be available as a 2026 model. All-new from SSR for 2026 is this SR-E800 electric bike. MSRP is TBD. SSR also previewed this all-new XD300 EFI which will be a 2027 model. The full-size fuel-injected four-stroke is 50-state emissions compliant so it will get an OHV sticker in California. It will not be sold as a street-legal model, but SSR will have an accessory dual-sport package—good news for states that allow the conversion. The post AIMEXPO 2026: NEW PRODUCTS FROM THE U.S. POWERSPORTS TRADE SHOW appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

After the rest day, Dakar resumed with a fast day in the dunes. Luciano Benavides completed the course of the 459 km special in four hours, romping home with 4′47″ to spare over Edgar Canet and 4′57″ over Adrien Van Beveren, who delivered his finest performance since the start in Yanbu. The KTM rider is still third after his show of strength, but a mere 15 seconds from Ricky Brabec. This was his seventh Dakar stage win. Not bad at all. The top 3 overall remains the same, with Daniel Sanders perched at the summit, but his third place today will put him at a disadvantage tomorrow compared to his closest pursuer, Ricky Brabec (+4′25″), who will start the next stage in tenth position, 21 minutes after the Australian. The Monster Energy Honda HRC is known for his strategic acumen and could turn the situation to his advantage. Ricky Brabec, stage 7 Ricky Brabec: “Back at it for week two, nothing super special on my end today. Lost a bit of time but I’m happy for the position today provided me with. Today’s special was fairly fast overall, with some technical navigation points, rocks , and dunes. Did the best job I could so let’s continue this week and keep it honest.” Skyler Howes: “Full gas day! 115kph average speed (71.5mph) a section of dunes thrown in there and a couple tricky bits of navigation. Not much to report other than I spent most of the day with my belly on the seat trying to stay at top speed as long as possible!”Daniel Sanders extended his lead over Ricky Brabec to 4’25”, but the man from Down Under is wary of the pendulum effect. “Chucky” is looking forward to a decisive stage. Daniel Sanders remains in control of the overall, stretching it out slightly today. “I made one mistake at the start and lost two or three minutes, unfortunately. It was hard to catch the guys in front because there was such a fast navigation track and it was really hard to make a difference. After the second refuel, the guys pulled over and waited for me, calculating the bonus. I just put the hammer down and checked away from them to make sure they didn’t get any bonus. I feel good today. I’m ready for the big day tomorrow.” Preston Campbell, stage 7 Preston Campbell remains in charge of the Rally2 standings, but Toni Mulec is closing in, minute by minute. Today Mulec was second behind Mickael Docherty while Campbell was fifth in class. STAGE 7 1. LUCIANO BENAVIDES 04h 00′ 56” 2. EDGAR CANET + 00h 04′ 47” 3. ADRIEN VAN BEVEREN + 00h 04′ 57” 4. DANIEL SANDERS + 00h 05′ 35” 5. SKYLER HOWES + 00h 06′ 46” 6. MICHAEL DOCHERTY + 00h 07′ 38” 7. TOSHA SCHAREINA + 00h 08′ 45” 8. ROSS BRANCH + 00h 08′ 47” 9. IGNACIO “NACHO” CORNEJO + 00h 09′ 10” 10. RICKY BRABEC + 00h 09′ 15” 11. MASON KLEIN + 00h 11′ 37” 12. TONI MULEC + 00h 12′ 28” 00h 00′ 10” 13. NEELS THERIC + 00h 12′ 42” 14. KONRAD DABROWSKI + 00h 16′ 00” 15. PRESTON CAMPBELL + 00h 18′ 03”60 60. NATHAN RAFFERTY + 01h 41′ 00” STANDINGS 1. DANIEL SANDERS 28h 47′ 31” 2. RICKY BRABEC + 00h 04′ 25” 3. LUCIANO BENAVIDES + 00h 04′ 40” 4. TOSHA SCHAREINA + 00h 15′ 06” 5. SKYLER HOWES + 00h 33′ 14” 6. IGNACIO “NACHO” CORNEJO + 00h 33′ 25” 7. ADRIEN VAN BEVEREN + 00h 55′ 57” 8. ROSS BRANCH + 01h 39′ 22” 9. PRESTON CAMPBELL + 01h 43′ 32” 10. TONI MULEC + 01h 54′ 39” 11. KONRAD DABROWSKI + 02h 04′ 58” 12. MASON KLEIN + 02h 39′ 39” 55. NATHAN RAFFERTY + 11h 54′ 58” The post DAKAR 2026, STAGE 7 RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

An off-road bike can be anything. There’s no set definition, but you know one when you see it–and these days, we’re seeing a lot of them. We have gathered around 100 models from 20 different manufacturers to provide a clearer definition of the genre as we see it. The prices listed do not include destination, local taxes and dealer fees. Most include import duty unless otherwise stated. AJP PR7: $13,999 Yes, it is an adventure bike. No, it is not street-legal (in the U.S.). This AJP PR7 out of Portugal is an exotic breed. This Open-class rally racer is powered by a 600cc, fuel-injected, single-cylinder engine with a GET ECU and six-speed transmission. Suspension is ZF Sachs with a 48mm fork up front, and link-mounted shock in the rear. A rally-style tower includes a windscreen, headlights and a removable tablet computer for all your digital navigational needs. BETA 480RR RACE/430RR RACE: $12,590/$12,390 You’re looking at the biggest, baddest weapons in Beta’s arsenal—the RR Race models are the competition-ready version of Beta’s enduro models, borrowing some moto DNA from the 450RX motocrosser as well. With up-spec Kayaba suspension, including a 48mm AOS fork, the Beta RR Race four-strokes receive new engine maps for 2026. The 430 and 480 are nearly identical aside from a 5mm smaller bore and slightly higher compression of the 430. BETA 480RR X-PRO/430RR X-PRO: $11,990/$11,790 Beta’s flagship four-strokes come in two different flavors, the RR X-Pro being the Italian company’s recommended go-to for singletrack warriors. Like the RR Race models, the X-Pro fourstrokes receive updated engine maps for 2026, but unlike the race-ready Betas, the X-Pros feature Sachs suspension and Nissin brakes. The 430 and 480 are nearly identical, with only compression ratio and a 5mm bore setting them apart. Good news for Californians, Beta’s RR X-Pro four-stroke models are green sticker-legal. SHERCO 500SEF: $13,690 There was drama earlier this year with Sherco’s U.S. distribution, but the French factory never skipped a beat. Sherco’s SEF four-stroke offroaders continue to be among the exotic and elite, racking up podiums in National Enduro, GNCC and even Dakar. Suspension is KYB, brakes are Brembo, and the Akrapovic full-exhaust system is standard. The 500SEF is nearly identical to the 450, aside from a 3mm-larger bore, bumping it up to 478cc. HONDA CRF450RX: $9999 The cross-country-specialist CRF450RX brings talent from its track-focused motocross sibling to the trails with a larger 2.1-gallon fuel tank, softer suspension, 18-inch rear wheel, off-road-tuned ECU and a kickstand. After some big updates in 2025, the 2026 receives no changes. Suspension is Showa, and transmission is a close-ratio five-speed. HONDA CRF450X: $9999 Honda’s big X built its legacy in desert racing and is the winningest bike in the Baja 1000. It is also a docile trail machine with a 50-state off-road-legal status, and qualifies for a California green sticker. It shares a platform with the street-legal CRF450RL dual-sport, but with lighter weight and more aggressive power delivery. Its sixth gear allows it to stretch its legs, making it a popular mount of choice for desert riders. HUSQVARNA FE450: $12,599 The lineup has been downsized for 2026, leaving the FE450 as the only four-stroke in Husqvarna’s line of pure-bred enduro machines (the 501 and 350 being dual sports). The trail-focused FE450 shares a platform with the FC and FX competition models, but is tuned for off-road performance. It has a six-speed gearbox, headlight, larger fuel tank and WP Xact closed-cartridge coil-spring fork. KAWASAKI KX450X: $10,799 Caught between motocross and the off-road world, you’ll find the cross-country competition realm—MX-based models with a handful of modifications to make them trail tolerant. Kawasaki’s X models only make a slight departure from the track-focused models, with softer suspension, an 18-inch rear wheel, kickstand and sealed chain making the distinction. The KX450X has no major changes from the 2025 model. KTM 450XC-F: $12,549 In KTM’s line of cross-country race bikes, the 450XCF is the big dog, most popular out West in faster off-road racing. It’s been a drama-filled year for the Austrian brands, so we’ll excuse them for not having any major upgrades to their XC-F line. Closely related to the 450SX-F motocrosser, the 450XC-F received a sixspeed gearbox last year, and still runs the coil-spring Xact closed-cartridge fork and link-mounted shock. KTM 450XCF-W: $12,499 It’s easy to get lost in the KTM alphabet soup, but just know that the XCF-W is the pure-bred off-road model and the last remaining four-stroke in the lineup; the rest are either two-strokes or dual-sports. It shares an engine and chassis platform with the SX-F and XC-F competition bikes, but is entirely focused on trail performance. It has an LED headlight, taillight, large fuel tank, PDS shock (no linkage) and Xact coil-spring closed-cartridge fork. SHERCO 450SEF: $13,390 French manufacturer Sherco continues to challenge the status quo with its exquisite four-stroke off-roaders. The 450SEF is nearly a carbon copy of the 500 with a 3mm smaller bore. KYB suspension, Brembo brakes and an Akrapovic full-system exhaust are standard. It comes with a headlight and tail light, Brembo clutch hydraulics, chromoly steel frame. TRIUMPH TF450-C: $10,695 Triumph is one of the freshest faces on the dirt bike scene and already coming out swinging with a full line of bikes from motocross to enduro. The C family is the UK company’s version of cross-country models, only a slight deviation from the X motocrossers. The TF450-C features KYB suspension, Athena ECU, a five-speed gearbox, and Brembo brake and clutch hydraulics. Multiple engine maps, traction control settings, and hour meter are standard. TRIUMPH TF450-E: $10,795 With a softer hit and a bit torquier delivery from its motocross-based 450cc four-stroke platform, Triumph enters into the enduro category with the all-new TF450-E. A headlight, six-speed gearbox, radiator fan and off-road trim (kickstand, 18-inch rear wheel, skid plate) prep the E-class ride for the great outdoors. Although Triumph also has the C line of cross-country racers, the E models are sporty in their own right. TM EN450 4T: $12,599 They took a hiatus, but we’re glad to welcome them back. TM, the small Italian company out of Pesaro, specializes in these handcrafted beauties. The EN450 features a KYB 48mm fork, TM Moto shock, fuel injection, a six-speed gearbox, a Brembo front brake and Nissin rear. Its unique chassis puts the airbox up front and the fuel tank under the seat. The Corse Edition, with race-spec suspension and anodized triple clamps, is available for an additional $1600. TM EN-X450 4T: $12,399 There are a lot of trims and editions to keep up with in the TM line. One of the newest is the EN-X, which is a variant of the EN enduro model. The EN-X450 comes with a larger fuel tank and leaves out the headlight assembly. Like all the other EN and EN-X models, it is available in the Corse Edition, with race-spec KYB suspension, up-spec’d components and anodized triple clamps for an additional $1600. YAMAHA WR450F: $10,299 Distinguished by the headlight, Yamaha’s WR450F is the Tuning Fork brand’s dedicated off-roader. Based on the YZ450F platform, the WR has a mellower power delivery, softer suspension, unique ECU and gearing, along with off-road trim. While the 2026 YZ450 received a major overhaul, the WR450F remains largely unchanged aside from receiving the ECU lock. Bigger updates will likely come next year for the “Big Dub.” YAMAHA YZ450FX: $10,199 While its motocross sibling received an extensive overhaul for 2026, the YZ450FX cross-country racer remains largely the same, aside from the new ECU lock function and a new four-mode traction control feature. Suspension is KYB, gearbox is a wide-ratio five-speed, and the Yamaha Power Tuner smartphone app is standard, allowing trackside engine tuning capability from your phone. BETA 390RR RACE/350RR RACE: $12,190/$11,990 Noted by the blue plastics, the RR Race models stand apart in the Beta line of off-roaders as the race-ready bikes of the bunch. This is where you’ll find the most aggressive performance, flashiest bits and premium components. Kayaba suspension is the major difference, as well as a gripper seat, alloy footpegs and handguards. The 390 and 350 share engine and chassis platforms, distinguished by a 6mm bore, and slightly higher compression on the 350. BETA 390RR X-PRO/350RR X-PRO: $11,590/$11,390 Italian manufacturer Beta not only has a variation of off-road models, both two- and four-stroke to choose from, but a wide assortment of displacements. The California green sticker-legal RR X-Pros are available in 350 and 390cc, the shared platform only differing in a 6mm bore, and compression ratios. After big changes in 2025, including a new frame, the X-Pro models only receive new engine maps for 2026. Suspension is Sachs and brakes are Nissin. HUSQVARNA FX350: $12,299 Drama from the company’s insolvency left us with a limited line of Husqvarna motorcycles for this model year, and the FX350 is the only 350cc four-stroke and the only four-stroke cross-country competition model you’ll find for 2026. This middleweight off-roader is a versatile package for its displacement, as well as its motocross pedigree. Among its off-road trim is a six-speed gearbox, and it offers a slightly lower seat height than its KTM counterpart. KTM 350XC-F FACTORY EDITION: $13,549 You might have been under the impression that KTM’s GNCC-winning bike was a 450, but the XC1 and overall champion is actually KTM’s 350XC-F. This cross-country racer is now worthy of its own Factory Edition, which is the only trim you’ll find of the 350XC-F for 2026. There are no major changes to the 350 platform, but the Factory Edition receives an anodized triple clamp, FMF Factory 4.1 silencer, GPS fender kit and all the fancy works whiz-bangs. BETA 300RR RACE/250RR RACE (TWOSTROKES): $11,590/$11,390 Beta’s Race models are upgraded versions of the RR X-Pro off-road bikes designed specifically for competition. They have aggressively tuned KYB suspension and do away with the oil-injection system. The 250 gets a new motor this year and has much in common with the 300, including the dual spark plug head. Handguards and numerous upgrades come as standard equipment. BETA 300RR X-PRO/250RR X-PRO (TWOSTROKES): $10,990/$10,790 Beta’s 300 and 250 two-strokes are now on the same page with beefed-up center cases and main-bearing surfaces. The 250 has additional changes to the bore and stroke that allow it to use the same crank as the 300. Both models have gearbox changes with an updated second gear. The X-Pro line features oil injection, but fuel mixture is still available via an old-fashioned Keihin carburetor. Race Editions will be available later in the season. BETA XTRAINER (TWO-STROKE): $8990 There’s nothing like the Beta Xtrainer. This was conceived as an entry-level two-stroke, but has developed a following among veterans and seniors. The engine is loosely based on the Beta 300RR, but is reconfigured for low-end power. The chassis is 15 percent smaller, the suspension is shortened and softened, the seat height is reduced, and the price is considerably lower than any 300cc two-stroke out of Europe. 2025 model shown FANTIC XE300 2T (TWO-STROKE): TBA Fantic has finally arrived in the U.S. For years, the Italian company has only offered its products elsewhere. Now, the XE300 two-stroke is here with a new fuel-injected, electric-start motor. The frame and many components are sourced from Yamaha, but there is no other connection between the two companies. The XE300 motor has been in development for years at Fantic’s subsidiary, Motori Minarelli. GASGAS EC300 (TWO-STROKE): $11,149 GasGas calls the EC300 an “enduro” bike, which is code for a motorcycle designed for trail riding rather than competition. It still has throttle-body fuel injection with an integrated electronic power valve, but it also offers oil injection and an open-cartridge WP Xplor fork. The EC300 has no map switch as standard equipment, but one can be purchased through GasGas Technical Accessories. GASGAS EX300 (TWO-STROKE): $11,149 For 2026, GasGas no longer offers the MC300 motocross two-stroke in the U.S., but the EX300 cross-country racer is built on the same platform. The aggressive map is buried in the ECU, just waiting to be activated by the accessory map switch. The EX has the same fuel-injected motor, electric start and electronic power valve. It also has an updated WP coil-spring Xact fork and an updated wiring harness. 2025 FSE300R shown GPX FSE300R/FSE250E: $5999/$4599 Featuring a liquid-cooled, 298cc DOHC motor, the Chinese-built GPX FSE300R aims to bring 250F agility to the trail with a little more punch. A thermostat-controlled radiator fan, coolant catch tank, hand guards and skid plate are stock. GPX also offers a pair of 250cc entry-level bikes, the FSE250E ($4599) and the FSE250S ($3999), both air-cooled with fuel injection and electric start. The S offers a choice of wheel sizes, either 21/18 inches or 19/16 inches. GPX TSE300L (TWO-STROKE): $6899 This is a Chinese-made motorcycle that shows incredibly good fit and finish. The two-stroke casereed motor has electric start, a counterbalancer and a hydraulic clutch. Most of the components are sourced in Asia, including a SZC fork and shock, the radiator fan, and the billet triple clamps. The GPX TSE300L uses linkage rear suspension, and comes with handguards and a disc guard. HUSQVARNA TE300 PRO (TWO-STROKE): $13,899 Traditionally, the TE two-strokes are seen as the more trail-oriented line in Husqvarna’s world view. The TE300 is available only as a special edition for 2026. That means it comes with numerous upgrades as standard equipment, including a factory wheelset, full-wrap handguards and even a preload adjuster added to the WP coil-spring Xact fork. HUSQVARNA TE300/TE250 (TWO-STROKES): $12,049/$11,699 With limited Husqvarnas coming out of Austria this year, we are happy to see this pair remain in the lineup. The TE300 and TE250 two-strokes are dedicated offroad models, sharing a platform with the competition models, but entirely trail focused. Throttle Body Injection (TBI) is tuned for milder power delivery ideal for technical terrain. The TE duo also has softer suspension settings, a link-mounted shock, headlights and larger fuel tanks. HUSQVARNA TX300 (TWO-STROKE): $12,049 Husqvarna will have a significantly reduced range of new bikes in the initial release of 2026 models. More will follow, but for now the only off-road two-stroke is the TX300 cross-country racer. Good choice. The TX is similar to the TC250 motocross bike, but with more torque and a six-speed gearbox. It also has off-road suspension with a coil-spring WP Xact fork, a larger fuel tank and off-road equipment. KTM 300XC/250XC (TWO-STROKE): $11,849/$11,549 KTM’s XC two-strokes are fuel-injected with electronic power valves. They are similar to the motocross versions, but with more fuel capacity, softer suspension, a coil-spring fork, and off-road equipment. Owners of the 300XC report longer piston life than the manual suggests, although that probably can be attributed to application rather than any mechanical difference. The map switch makes a very big difference in performance. KTM 300XC-W/250 XC-W (TWO-STROKE): $11,949/$11,549 The XC-W models are KTM’s dedicated trail bikes. Unlike earlier years, the current XC-W models have significant mechanical differences compared to the XC competition models. They have milder power output and service intervals that are substantially longer. For 2026, the coil-spring fork has a number of changes that are said to result in less weight and more durability. There are also updates to the radiator cap and the fuel connector. RIEJU MR PRO 300i (TWO-STROKE): $11,399 Rieju is a small Spanish company that entered the big leagues in off-road racing when it acquired the rights to build the off-road two-strokes that formerly carried the GasGas name prior to 2021. For 2026, Rieju has introduced a new two-stroke engine of its own design incorporating an electronic power valve and throttle-body fuel injection. The MR Pro model is the elite version with upgrades in suspension and components. RIEJU RACING 300i (TWO-STROKE): $10,399 Rieju has streamlined its model line for 2026, with the MR 300i Racing Edition filling the role of a standard model. It’s far from being a plain Jane off-road two-stroke, though, with the new fuel-injected motor and a chassis that uses KYB suspension, Nissin brakes, a Neken handlebar, and Excel rims. The frame itself has had few changes since it was introduced on the 2019 GasGas. SHERCO SE300/SE250 (TWO-STROKES): $12,290/$12,090 Sherco emerged from some big changes in the U.S. last year and is rebuilding its dealer base. The motorcycles are mechanically unchanged for 2026. They are still built from the ground up in France as off-road race bikes rather than re-purposed motocross bikes. The 250 and 300 only differ in displacement; both have electronic power valves, Keihin carburetors and KYB suspension. SHERCO 300SEF/250SEF: $12,990/$12,790 French manufacturer Sherco offers another fourstroke enduro duo with the 300- and 250SEF models. Rather than adapt a motocross platform to off-road, Sherco relied on its trials background to build these cross-country racers from the ground up. They have KYB suspension and an Akrapovic exhaust, headlights, kickstands, hand guards and skid plates. The 300SEF is bumped up to 303cc, bored and stroked from the 250 engine. TM EN300 4T/EN250 4T: $12,799/$12,699 TM Moto’s line of EN enduro models offers the 300 and 250 four-strokes in a variety of options that we would need a chart to fully explain. Just know that you can order either a 250cc or 300cc version in either regular or extra spicy (Corse Edition). The standard EN comes with a six-speed fuel-injected motor, trail-tuned KYB front suspension, Brembo front brake and Nissin rear. For an extra $1600, the Corse Edition has race-spec suspension and premium trim. TM EN-X300 4T/EN-X250 4T: $12,599/$12,499 The fun thing about TM Moto is its custom ordering options. No need to make any aftermarket changes when you can get it straight from the dealer with exactly what you want and nothing you don’t. The EN-X fourstroke enduro models leave out the headlight and add a larger tank. The EN-X300 and EN-X250 are also each available in the Corse Edition for another $1600. TM EN300/EN250 (TWO-STROKES): $11,699/$11,599 TM is back in the U.S. with a new importer after a short absence. The 300EN and 250EN both have electronic power valves, aluminum frames, a KYB fork and TM’s own rear shock. Both are available with a Keihin carburetor or with fuel injection. Additionally, TMs can be ordered in the Corse configuration with anodized clutch and ignition covers, a radiator fan, and more for an additional $1600. TM EN-X300 ES/EN-X250 ES (TWO-STROKES): $11,499/$11,199 TM Moto’s answer to cross-country racing is the EN-X line. These variants of the EN models swap out the tank for a larger-capacity unit and do away with the headlight. Both are available in either carbureted configurations or with EFI for an additional $100. The EN-X option is also available for the 125 ($9899) and 144 ($10,199). For the Corse configuration with race-spec suspension and anodized trim, add another $1600. AJP SPR240X: TBA Portuguese manufacturer AJP offers another unique specimen in the SPR240X. The air-/oil-cooled motor receives race cams for 2026, is upgraded to 48mm Sachs front suspension, and receives Brembo brake hydraulics and Galfer rotors. Think of it as a hopped-up play bike ready for extreme trails. It is carburetor-fed from the rear fuel tank, has electric start, fullsize wheels and a link-mounted Sachs shock. HONDA CRF250RX: $8699 Another competition model in Honda’s CRF line, the 250RX splits the difference between off-road and motocross. A larger fuel tank, 18-inch rear wheel, softer suspension, different mapping, kickstand, handguards and O-ring chain set it apart from the CRF250R motocrosser. Big changes and a new chassis last year mean minimal changes for 2026. KAWASAKI KX250X: $9199 After a year of heavy changes in 2025, the KX250X sees a carryover year for 2026. The cross-country competition model shares a platform with the KX250 motocrosser, including Showa suspension, traction control options, a hydraulic clutch and smartphone app. The only differences are softer suspension settings, FI settings, an 18-inch rear wheel, kickstand, sealed chain and a 12-volt terminal for powering accessories. KTM 250XC-F: $11,149 Following a few years of steady upgrades for KTM’s XC-F cross-country line, the 2026 models came to a carryover year, due also in part to the company’s insolvency dust-up. Closely related to the 250SX-F, the XC-F has a handful of features that gear it towards off-road racing, such as the 18-inch rear wheel, Xact coil-spring fork, softer suspension setup, a six-speed gear box and a kickstand. TRIUMPH TF250-C: $9695 Having already entered into the motocross space, Triumph is now filling out its competition off-road line with the all-new C cross-country models. Based on the motocrossers and only slightly deviating with larger fuel tanks, softer suspension, off-road engine mapping, 18-inch rear wheel, handguards and skid plate, the TF250-C is ready to take on the hotly contested Pro 2 ranks of GNCC, WORCS and NGPC. TRIUMPH TF250-E: $9795 Triumph’s E line is another option stemming from its 250cc four-stroke motocross platform, the enduro models providing another degree of separation from its racer origins. Increased crank inertia (34 percent) gives the TF250-E a mellower hit and a torquier pull. It has softer settings on the KYB suspension, a six-speed gearbox and enduro equipment, such as a headlight, horn and radiator fan. It’s not bred for racing, but wouldn’t take much to be competitive. YAMAHA WR250F: $9199 Yamaha’s headlight bikes are the brand’s true off-roaders, not motocross bikes with kickstands. The WR250F received a chassis overhaul last year, and goes largely unchanged for 2026 aside from receiving an ECU lock function and four-level traction control through the Power Tuner smartphone app. Lights, kickstand, skid plate, radiator fan, six-speed transmission, 18-inch rear wheel and a quiet exhaust note are all standard. YAMAHA YZ250X (TWO-STROKE): $8199 Yamaha knows that off-road riders are the real fan base for two-strokes, so the YZ250X was created just over 10 years ago. It started with a wide-ratio five-speed gearbox and a number of other off-road concessions, and has kept pace with the motocross version in updates over that period. It still lacks electric start, but the aftermarket has embraced the bike to provide that, as well as a variety of other modifications. YAMAHA YZ250FX: $9099 After a year of big changes in 2025, including a new chassis, the 2026 YZ250FX receives only minor updates, including a new ECU lock through the Power Tuner app, a useful theft deterrent. Based largely on the YZ250F motocrosser, the X model hits the trail with a six-speed gearbox, softer suspension settings, different ECU and power delivery, kickstand, 18-inch rear wheel and skid plate. KAWASAKI KLX300R: $5549 Kawasaki’s price-point 300cc four-stroke comes in multiple flavors—off-road only, which is this model, and the dual-sport version, the KLX300. The R model is an ideal entry-level trail bike, built on a ’90s-era performance platform with modern touches, such as fuel injection, electric start, USD fork tubes and disc brakes. Beginner and intermediate riders alike will find lots to love here, including the California green sticker eligibility. HONDA CRF300F: $4999 It may carry the CRF badge, but the 300F is a different class of motorcycle from its competition cousins. The largest in the Honda line of F models (formerly the 230, replaced by the 250 and now the 300), this beginner-friendly trail bike has a soft, comfortable saddle; plush suspension; and docile, air-cooled engine with electric start and fuel injection. It has a six-speed gearbox and disc brakes, and is eligible for a California green sticker. KAYO K2PRO: $2969 Kayo is another importer of Chinese powersports goodies worth looking at. The K2Pro is their latest in entry-level dirt bikes, offering an air-cooled, 249cc four-stroke engine bearing striking resemblance to a mid-’80s Honda XR250. It has electric start with kick-start backup, a manual five-speed transmission and disc brakes. It has dimensions of a full-size bike with 21/18-inch wheels and a 34.5-inch seat height. SSR XD250: $2999 SSR Motorsports is one of the most respected importers of Chinese play bikes, and their latest is the XD250. It has a 223cc, carbureted air-cooled engine with electric start, and surprising features such as adjustable suspension and hydraulic disc brakes. You may expect something called a 250 to be a full-size bike, but it has dimensions similar to an 85 big wheel with a 19/16-inch wheels. The SSR has a surprising level of fit and finish for its modest price tag. KAWASAKI KLX230R: $4999 Teens and small adults, this one’s for you. The KLX230R is a versatile and capable trail bike that carries full-size wheels, but not quite a full-size chassis. Performance is modest, with a focus on reliability and low maintenance. Technology is modern enough with a fuel-injected, air-cooled engine and electric start, along with hydraulic brakes. Like the KLX300R, the 230 comes in multiple trims, including three dual-sport options starting at $5199. YAMAHA TT-R230: $4699 The TT-R line of Yamaha’s shifts gears from competition to more casual trail riding. Among this line, the 230 is the largest and stands just below a full-size dirt bike, an ideal fit for big kids and small adults. Its friendly, air-cooled, 233cc engine has an electric start, although it is still carbureted. Plush suspension, a six-speed transmission and a stout clutch make it ideal for beginners, and the built-in USFS-approved spark arrestor makes it trail-ready. BETA 200RR RACE (TWO-STROKE): $10,790 The spicier version of Beta’s 200cc two-stroke X-Pro, the 200RR Race—identified by the blue plastics and fancy anodized bits—is tuned for competition. KYB suspension features more aggressive settings, and it is purely carbureted, rather than oil-injected, meaning you’ll be mixing fuel. For 2026, the 200RR Race has a new gearbox and updates to the shifting system. BETA 200RR X-PRO (TWO-STROKE): $10,190 Beta’s 200RR X-Pro is a throwback to the great era of the 200cc two-stroke. Currently no other manufacturer has embraced this platform, which is a heinous oversight of the entire motorcycle industry. It features electric start, a six-speed gearbox and oil injection. It also features a coolant recovery tank, Xtrig elastomer bar mounts and a rescue trap. For 2026, there are significant updates in the gearbox. KTM 150XC-W (TWO-STROKE): $10,499 Mechanically, the 150XC-W isn’t that far removed from the 125SX motocross bike now that both are electric start with EFI and an electronic power valve. The off-road version is in a very different state of tune, though, with 20.1cc more displacement, different gear ratios and off-road suspension with a coil-spring fork. It also has lighting and full off-road equipment. For those extras, the price increases by $2000. HUSQVARNA TE150 (TWO-STROKE): $10,549 Husqvarna’s TE150 is the smallest among the brand’s trio of two-stroke enduro models. Like its siblings, the TE150 receives a revised WP Xact 48mm coil-spring fork. Its over-square 144cc engine features an electronic power valve, electric start and TBI fuel injection. It has a six-speed gearbox, hydraulic clutch, Brembo brakes and Dunlop tires, along with a headlight and full off-road equipment. TM EN125 ES (TWO-STROKE): $10,699 The 125 TM enduro two-stroke is available with a carburetor or fuel injection at the same price. Like the larger TMs, they have aluminum frames, a KYB fork and a shock that is made in-house. The brakes are a mix of Brembo and Nissin components. For 2026, the 125 has a reinforced exhaust valve and revised mapping. Also available in Corse livery with numerous upgrades for an additional $1600. BETA 125RR RACE (TWO-STROKE): $9890 A dedicated eighth-liter off-road two-stroke race bike seems like an aftermarket build you’d only find in the pages of Dirt Bike Magazine, but Beta’s 125RR Race is a reality. The smallest of Beta’s elite Race lineup, noted by the blue plastics and anodized accessories, the 125RR Race runs KYB suspension with more aggressive settings, and does away with the oil-injection system for straight carbureted fueling. BETA 125RR X-PRO (TWO-STROKE): $9490 Beta’s 125RR is stripped down for the two-stroke purist. It has no oil injection, no electric start and nothing to drive up the cost. What remains is an old-school 125 two-stroke. The 2026 model features a new piston and a new head with updated combustion chamber architecture. It also features a new gear system with reinforced gears. It still features a coolant recovery tank, Xtrig elastomer bar mounts and a rescue strap. SHERCO SE125 (TWO-STROKE): $9890 Sherco’s 125 off-road bike shares all the same features with its 250cc and 300cc big brothers. It has an electronic power valve, a 36mm Keihin carburetor, electric start, KYB suspension, Brembo brakes and a Brembo hydraulic clutch. For 2026, Sherco has made a number of detail changes, including a lighter powervalve mechanism and gearbox updates. YAMAHA YZ125X (TWO-STROKE): $7299 Like the YZ125 motocross bike, the YZ125 off-road model was updated with a new motor in 2022. Many riders say those changes resulted in greater benefits for the off-road version. The X model has off-road-specific suspension, and changes in the power valve and exhaust give it a smoother hit and more low-end power. The sixspeed gearbox is the same as that of the MX model, but it has lower final gearing. SSR XD150: $2699 This midsize play bike from SSR Motorsports is another of the company’s newer imports. The China-built model has a surprising level of fit and finish with a stout chassis and torquey 150cc carbureted, air-cooled engine. It has electric start, a five-speed manual transmission, front and rear disc brakes, and a keyed ignition. DENAGO MX3: $1299 The Denago brand is new on our radar, and this quickly growing company is setting out to redefine our view of Chinese-made mini-bikes. Denago’s goal is to offer an affordable entry point into powersports, and the MX3 is the largest in their two-wheel offerings. The 140cc air-/oil-cooled four-stroke has a manual fourspeed, disc brakes and a keyed ignition. It is available in six different colors including pink. KAWASAKI KLX140R: $3799 Kawasaki’s popular 144cc platform comes in a trio of sizes in order to appeal to a broad base of entry-level riders, from kids to small adults. The air-cooled SOHC engine is carbureted, and has electric start, a five-speed gearbox and manual clutch. Wheel sizes make up the different model variants, starting with the R’s 14-/17-inch wheels. The KLX140R L ($4099) has 19/16-inch wheels, and the KLX140R F has full-size 21-/18-inch wheels for $4449. HONDA CRF125F: $3599 Honda has a full line of CRF-F trail bikes in sizes from 50 to 300cc (the F suffix denotes the family-friendly line) and the CRF125F falls right in the center. Air-cooled with electric start and fuel injection, the engine has a four-speed gearbox and manual clutch. Front brake is disc and rear is drum. Standard trim has a 17-/14-inch wheel combo, while the Big Wheel version ($3999) offers 19-/16-inch wheels, which is ideal for bigger kids. SUZUKI DR-Z125L: $3649 Similar to analog mountain bikes, the truly analog dirt bikes are becoming harder to find. Suzuki’s DR-Z125L keeps it all unplugged with no electric start and no electronic fuel injection. This midsize mini is as simple as it gets with an air-cooled, kick-start-only, carbureted four-stroke engine. Front brake is disc, rear is drum and the suspension is conventional. Its dimensions are similar to the Yamaha and Honda 125 models, yet oddly with the highest MSRP. YAMAHA TT-R125LE: $3599 If ever there was an emblem for family fun on the trail, Yamaha’s venerable TT-R125 might be it. This midsize off-roader is the chocolate lab of dirt bikes—approachable, friendly and a whole lot of fun. Aside from adding an electric start years ago, Yamaha has largely kept its hands off this tried-and-true platform. Still aircooled and carbureted with conventional suspension and a drum rear brake, the TT-R125LE remains popular, durable, and among the best values in off-road. HONDA CRF110F: $2799 On paper it might seem close to the CRF125F, but the lay-flat motor of the CRF110F allows Honda to stuff more torque into a smaller package, making for a sizeable difference from its larger sibling. While it remains easy to ride for beginners, the mighty 110 also appeals to big kids and pit bike maniacs. It has a fourspeed gearbox and automatic clutch, fuel injection, and electric start, along with wide support from aftermarket companies.\ YAMAHA TT-R110E: $2449 Aside from an automatic clutch and electric start, the Yamaha TT-R110E is as bare-bones simple as it gets with a carbureted, air-cooled engine; drum brakes front and rear; and conventional suspension. Among the 110cc field, the TT-R is the shortest with a 26.4-inch seat height that little ones and beginners might find less intimidating. It includes a back-up kick starter, a keyed ignition and USFS-approved spark-arrestor exhaust. HONDA CRF50F: $1899 You’re looking at one of the most popular dirt bikes of all time. The CRF50F traces its roots back to the Honda Mini-Trail 50 in the 1960s, and the lineage continues with the simple and stone-reliable air-cooled engine. Still carbureted, still kick-start only with a three-speed gearbox and auto-clutch, the littlest CRF is still helping kids get started on two wheels. A keyed ignition and throttle limiter lets parents stay in control, and it is available in red, or in white/pink. YAMAHA TT-R50E: $1899 The TT-R50E (“E” stands for “electric start”) is the smallest four-stroke offering in Yamaha’s line of youth-sized trail bikes. When little ones are ready to advance from the pint-sized PW50 two-stroke, the TT-R50E will take them a little further with a torquey three-speed gearbox and more stout chassis with big-bike dimensions. Its 10-inch wheels and 21.9-inch seat height keep things low to the ground and unintimidating for young beginners. KAWASAKI KLX110R: $2999 This is where the pit bike craze originated. Kawasaki’s KLX110R was intended for little ones, but quickly became the backyard weapon of choice for mini-moto madness. The torquey, air-cooled motor is still carbureted and kick-start only, with a four-speed gearbox and drum brakes. The KLX110R has an auto clutch, while the slightly larger KLX110R L ($3199) has a taller seat height via longer-travel suspension and a manual clutch. SUZUKI DR-Z50: $2599 The DR-Z50 is a relatively new model to the Suzuki lineup, only introduced in 2019. Despite its modern origin, it still relies on traditional technology, much like the other Japanese 50cc four-stroke models. It has electric start with a backup kick-starter, a carbureted engine, three-speed gearbox with an automatic clutch, and drum brakes front and rear. YAMAHA PW50 (TWO-STROKE): $1899 If there’s a rider in the current roster in AMA Pro motocross who didn’t start his riding career on the Yamaha PW50, he’s somewhat of a freak. The PW has now been around for 45 years and remains an iconic entry-level motorcycle because it doesn’t have a clutch lever, a gearshift lever or a chain. The seat height is 18.7 inches, and it’s easy to set up with a tether and training wheels. 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Success is a burden. The Kawasaki KX250 has a legacy of winning. It goes back to the early years of 250 four-strokes when names like Ryan Villopoto, Grant Langston, and Adam Cianciarulo were synonymous with Kawasaki and victory. In recent years, however, wins at the pro level have been fewer and farther between. Is it the bike? Is it the team? Is it the riders? No, no and no. Racing is, at best, unpredictable and, at worst, a game of chance. The 2026 Kawasaki KX250 remains one of the fastest and most sophisticated 250s in the motocross world. It’s simply a victim of lofty expectations born from great success. Kawasaki has a history of winning the 250 class at the pro level. The latest KX250 is built on the success of the ones that came before it. TECH INSPECTION If you go back to 2019, the KX250 was a product of a completely different era. It had no electric starter, it had an enduro-like power delivery, and the Monster Energy Pro Circuit team had to work subtle miracles to keep it in the winner’s circle. Then began a step-by-step evolution process. A new top end and a big increase in peak power came in 2020. Electric start came in 2021. A complete redesign happened last year. Along the way, the KX has become more and more sophisticated with features like a Nissin hydraulic clutch (still very rare in a Japanese 250) and Bluetooth engine tuning through the Rideology smartphone app. For 2026, there are no mechanical changes for the KX250. That’s understandable considering how much change came in 2025. It got all the changes that the KX450 received a year earlier, including an intake that brings air over the top of the shock. Within the motor, it got a new head with center exhaust port and a long list of new parts, including cams, piston and even the spark plug. The chassis got Showa suspension, which ends a five-year stint with KYB. The KX also gained weight. It now hits the official Dirt Bike digital scale at 232 pounds without fuel. That makes it the heaviest of the 250s, if only by a few pounds. In peak power, the Kawasaki KX250 remains near the top of a very competitive class. CLEAN & GREEN We used to say that power was disproportionately important in the 250 class. Now, we have to modify that somewhat; a lack of power can be crucial. The Kawasaki KX250 does not lack power. It’s within a horsepower or two of being the fastest bike in the class, which is perennially something powered by a KTM motor. The problem is that almost all of the current 250 four-strokes are within a horsepower or two of being the fastest in the class. So, it’s all about how that power is delivered and how easily it can be turned into quick lap times. There are no mechanical changes for the 2026 KX250. The MSRP is $9099. That does not include tariff, destination or local fees. Last year, Kawasaki tried to broaden the power curve. After all, everyone traditionally seems to like the Yamaha YZ250F despite it having slightly less peak power than the others. On top, the KX is still the most powerful of the 250s from Japan, but whether or not it matches the universal appeal of the Yamaha power delivery is debatable. On the Kawasaki, you have to be very aggressive with the throttle. Never open it halfway; hit the stop and stretch the cable. If you play by those rules, the Kawasaki flies around the track. The clutch makes the job easier, because it has a preposterously light pull. It might even be so light that it encourages clutch abuse. Last year, the KX250 got all the changes that the 450 received in 2024. That includes the new frame and bodywork. We went looking for a little more throttle response with the Rideology app and had some success. This is similar to the Yamaha Power Tuner, but functions with Bluetooth rather than Wi-Fi. Just like the Yamaha, you are allowed to alter spark advance and fuel mixture at different rpm levels and throttle openings. Just to make things simple, we leaned out the fuel mixture (-3) across the board at all throttle openings above 40 percent. Then we advanced the spark (+3) at all throttle openings below 30 percent. In the end, we succeeded somewhat in giving the KX a little sharper response. But, we have to say that the stock mapping is hard to improve without changing other factors. If you were to open up the airbox and install an aftermarket pipe, that’s where you can really make gains with mapping. Pro Circuit is all in with changes that up the performance of the KX. They are currently offering a kit in cooperation with Kawasaki to bring the performance to the next level. The KX now allows you to tune the motor via Bluetooth. Unlike some other manufacturers, Kawasaki doesn’t make you pay extra for the connectivity unit. SHOWA ME THE WAY The Kawasaki KX250 and KX450 have never shared so much technology. Now, the suspension components are even the same; only the spring rates and valving vary. With the move to Showa, the KX250 made a noticeable improvement in its overall ride. That isn’t to say the previous KYB components were inferior; they were just oddly stiff. Now, the bike is more in line with a typical 250 rider. It’s well balanced and seems to get better and better the harder you ride. Here’s where we admit that most of our test riders are either too heavy or too stinkin’ fast to fall into the proper demographics for the typical 250. Sean Lipanovich is around 150 pounds and rides full speed all the time. Mark Tilley is around 180 pounds and a little more conservative. Both riders loved the stock settings, which tells us that the bike might still be stiff for the 250 class. Or, maybe the KX has hit on the magic formula to please everyone with only a few changes in damping. Both riders prefer the rear sag around 104mm. With last year’s chassis redesign came a little sharper turning manners. The previous KX was a bit of a throwback to an earlier time. It was the most stable bike in the class, but it took a little more effort to bend through a corner than most modern bikes. Now, the KX is more responsive to subtle input. It’s still among the most stable bikes in the motocross world, but the changes of 2025 took it a half step towards Supercross-style handling. The exhaust canister was moved forward 50mm last year to centralize mass. EVOLUTION OF THE BREED You gotta love Kawasaki’s philosophy when it comes to chassis adjustment. It’s the only bike in the class that offers two footpeg locations. The pegs come mounted in the high position, but most riders like the low position better. That also offers a touch more space between the pegs and the foot controls. The handlebar pedestals are reversible and can be located in either of two different mounting holes, giving the bike four possible bar locations. In overall quality of bits and pieces, Kawasaki is working to clean up some of its past weaknesses. The hard plastic grips are gone, now replaced with ODI lock-ons. The air filter is much easier to access, but has comparatively little surface area, so it should be serviced often. While we’re complaining, the exhaust note is still a little raspy. And, some of the fasteners aren’t great. You’ll have to pick the captured rear-fender/seat nut off the floor every time you remove the seat. On the other hand, the Dunlop MX32 tires are excellent. So are the Nissin brakes, and even the quality of the chain and various bits and pieces. Is all that enough to allow Kawasaki to keep its place of esteem in the 250 class? Absolutely. Overall, we have to say that the current Kawasaki KX250 is a motorcycle worthy of its legacy. The 250 motocross world remains a hotbed of wildly competitive products, and the Kawasaki KX250 remains near the front—right where it’s expected to be. The post 2026 KAWASAKI KX250: FULL TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

It’s been a complicated relationship. The Yamaha YZ450F is a phenomenal work of engineering. In pro motocross, it has a record that’s nothing short of spectacular. It has a history of innovation and reliability. And, in the pages of Dirt Bike, it’s been showered with praise as a perennial favorite of test riders. But, as it turns out, year after year it’s never been the favorite. There’s always been another bike that edges it out in the standings of the annual Dirt Bike 450 shootout. The overall frame geometry is unchanged this year, but revisions in rigidity give the YZ450F the ability to find traction more effectively in turns. This hasn’t gone unnoticed by the riders and engineers in Yamaha’s testing department. They want to know: what will it take? Well, maybe, just maybe, 2026 will be the year that Yamaha breaks through with the right combination of changes and improvements to make the YZ450F the MX bike of the year. Yamaha still uses the reverse-head layout with the intake in front and the exhaust in the rear. It’s been a work in progress since 2009. THE YEAR THE EARTH STOOD STILL For most manufacturers, 2026 is not a year that will appear in bold print. Skyrocketing prices, sagging sales and market uncertainty have almost everyone hiding in their bunkers to brace for an economic nuclear winter. Not Yamaha. There’s a long-range plan in place that is more or less on rails for years to come. There was a complete makeover of the YZ450F in 2023, and in 2024, the company turned its attention to the YZ250F. Then the R&D department caught its breath and turned its attention to the 2026 YZ450F. This isn’t a complete redesign, not like 2023. Instead, the engineers focused on fixing the issues that critics had called out. Job one was making the front end feel more stable and planted. Towards that end, the forged section of the frame downtube was redesigned for more lateral rigidity. At the same time, the engine cradle was made less rigid, and the thickness of the engine hangars was altered. The top rear shock mount was also reconfigured to reduce vertical rigidity. The rear shock itself was redesigned with a new base-valve structure, and the fork got new settings. On our scale, the 2026 Yamaha YZ450F weighs in at 231 pounds without fuel. As for the motor, Yamaha engineers faced the eternal dilemma: which way to go? Pros usually want more power. Amateurs don’t. The YZ450F has a long history of being a beast for the average rider, so Yamaha points towards the Yamaha Power Tuner smartphone app to make it adaptable to each rider’s needs. Yamaha was the first company to trust its customers with this level of control. Even now, with other companies joining the club with their own tune-by-phone systems, Yamaha goes a step further by equipping the YZ450F with a connectivity unit as standard equipment. For Triumph, KTM, Husqvarna and GasGas, only the special editions have this feature. For standard models, you have to pay extra. With a stiffer clutch spring, Yamaha made the move to a hydraulic clutch for 2026. The master cylinder is a Nissin, whereas the accessory hydro clutch that was available for the 2025 model was a Brembo. Over the years, we have discovered that amateurs—the very riders who stand to benefit most from the Power Tuner—generally don’t use it. The first time you connect, it’s often awkward, and then programming a custom map requires that you deal with 40 different parameters, one by one. It’s a big job. There are a few pre-programmed maps, but the best solution is to have a standard power delivery that suits as many riders as possible, and that was the goal for the 2026 model. Towards that end, a new cam was developed, as well as a different intake port shape. Flywheel inertia was increased by 8 percent, a resonator was added to the head pipe, and the muffler was redesigned. Along the way, the bike’s noise level was reduced substantially—both from a drive-by perspective and from the rider’s vantage point. There are a number of changes in the YZ’s intake. Less noise in the rider’s face is a welcome result. To top it all off, a hydraulic clutch is standard equipment for 2026. This is yet another feature for the average guy. Eli Tomac famously preferred a cable clutch, but that’s Eli Tomac. Rank-and-file riders in the sportsman ranks generally like hydraulic actuation. Interestingly enough, Yamaha previously offered a Brembo hydraulic clutch as an accessory. Now it’s by Nissin. Yamaha also increased the clutch-spring tension by 10 percent, so there’s no net decrease in clutch pull. For 2026, Yamaha is celebrating its birthday with a white-and-red special edition. The MSRP for the YZ450F 70th Anniversary Edition is $10,499. The standard blue edition is $200 less. CHANGING COURSE It isn’t the longest list of changes in history, but everything that Yamaha’s engineers did points in the same direction: they want the bike to be more appealing to the average rider. That starts with the overall handling. Back in 2023, all the changes seemed to be directed towards Supercross. The bike was more responsive but less stable. Now, without altering overall geometry, Yamaha has given the bike a much more planted feel. When you enter turns, the front end is less nervous; it seems like the dirt magically got a little tackier everywhere you ride. We can’t really say if it lost anything in that transaction. From our perspective, the changes in frame rigidity seem like a win-win scenario. In the big picture, the Yamaha still feels like a Yamaha. It still likes to slide around flat turns more than steer though ruts. The overall suspension set up also seems very traditional Yamaha. It’s a little stiff, but well balanced with excellent hold up. On moderately rough tracks it seems okay; nothing special. Seniors and beginners might not think it’s the most plush ride in the world, but they generally find a setting that works. At high speeds on the roughest tracks, on the other hand, the YZ450F is exceptional. It all pays off when you find yourself airborne over a sea of calamity, bracing for impact. On the Yamaha, that impact is never that bad. With the YZ450F, you don’t just find a setting that works for one track and stick with it everywhere. If any bike cries out for good note-keeping, this is it. For Glen Helen’s fast National track, riders generally prefer a little more sag in the rear (say, 106mm) and fork-tube tops that are flush in the clamps. For tighter tracks, it’s a good idea to slide the forks up 2mm or so and run less rear sag. From there, adjust the damping to your own comfort; no two riders will ever have the exact same settings. STILL A BEAST? Yes, the 2026 Yamaha YZ450F is still a very, very powerful motorcycle. It hits hard, pulls long and goes fast. It’s just that the previous version was even more of a beast. When you ride it back to back with the 2025 model, you realize that the new motor starts making power earlier and is slightly softer on top. It also has a broader peak, meaning you don’t have to shift as often. In addition to increasing low-end torque, Yamaha geared the bike lower. The rear sprocket was a 49, now it’s a 51. That means you’re generally in a taller gear, section for section. Jumps that you used to clear in second gear are now best approached in third. You would think that lower gearing would make the bike even harder to ride, but it’s not the case at all. In most situations, you simply ride it in a different gear. In the past, we have gone on record saying that the gold standard in power delivery is the KTM 450SX-F. At this point we have yet to ride the 450s back to back, but we will say that Yamaha has improved power quality if not power quantity. Interestingly enough, now the Yamaha Power Tuner can serve a different function. Previously, it was only used to detune the bike. This year we uploaded one of Travis Preston’s personal maps that gave the bike a sharper hit. More advanced riders loved it. BLUE GROOVE Coming in, we knew that the 2026 Yamaha YZ450F was going to have a new feel. We didn’t expect it to be this new. The handling, the power and even the sound make it seem like a different bike. There’s a fair chance that the Yamaha faithfuls won’t be on board with everything. They might not like the clutch, the power delivery or the gearing. But, the suspension and the overall mannerisms are still very YZ. This year, Yamaha simply opened the clubhouse door and let more people in. The post 2026 YAMAHA YZ450F: FULL TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

As part of our 2026 450 MX shootout, we got to test a brand-new GasGas MC450F. This bike has a new look, but there are only minor mechanical changes for 2026. All the key components are the same; the steel frame (which got a subtle redesign for the 2024 Factory Edition), the WP Xact air fork and the single overhead cam motor. As most people know, GasGas motorcycles roll off the same assembly line as KTM and Husqvarna in Mattighofen, Austria. Also, as everyone knows, Pierer Mobility, the parent company of all three brands, had a rough patch after the Covid pandemic, incurring a great deal of debt. So, for 2026, with new ownership in the form of Indian conglomerate Bajaj Auto, the racing efforts and products offered from GasGas have been reduced. The MC450F Factory Edition is now on hiatus as is the GasGas Factory Supercross team. Justin Barcia has signed with the new Troy Lee Designs Ducati factory effort for the 2026 season. Casey Cochran and Ryder DiFrancesco, who were the 250 riders for GasGas in 2025, have moved to the Rockstar Energy Husqvarna Factory Racing 250 team for 2026. GasGas will still maintain a presence in racing through support for privateer teams and the sale of its 2026 off-road models, but without a full factory-backed program in SMX. All of that makes perfect sense and allows a clearer identity for GasGas.The brand fills the role of being a less expensive alternative to KTM and Husqvarna. Accordingly, the 2026 GasGas MC450F sells for $10,849, whereas the 2026 KTM 450SX-F is $11,649. The Husky FC450 is on a hiatus of its own. There is no standard model for 2026, only a Factory Edition for $13,799. There are still standard model Husqvarna leftovers from 2025, but even those are more expensive than the GasGas despite new tariffs. the 2025 GasGasMC450F has an MSRP of $10,849. How do the three Austrian bikes differ? The GasGas has a number of different components, including Maxxis tires (rather than Dunlop) forged triple clamps (rather than machined), a different exhaust system, a different handlebar, different rims and different body work. The GasGas also comes without a multifunction switch on the left side of the handlebar. That means you can’t toggle between maps, access traction control, launch assist or Quickshift. All those functions are still buried within the bike’s ECU, but you need to spend about $200 to access them. The suspension components are the same as the KTM’s but have valving specs that are softer. The forged tripleclamps are a key difference between the GasGas and the other Austrian 450s. Does the average guy need any of those things? In a word, no. The GasGas starts off with the same motor as the KTM but is detuned slightly because of a new, quieter exhaust system and perhaps the airbox. But, it doesn’t really matter. That motor makes so much power it can afford to lose a little. It might even make it better and easier to ride. Check out the Pro Circuit dyno chart. The map switch certainly has some value, but if you buy it, you’ll find there isn’t that much difference between the aggressive map (green light) and the standard map (gray). Both traction control and Quickshift are an acquired taste that most riders can do without. As for the tires, the Maxxis tires might not be on the same level as the Dunlops that come on the KTM and Husqvarna, but that’s a very short-lived issue. The one issue that might not be as easily dismissed is overall comfort. The handlebar and the tripleclamp make for a slightly harsher feel on the GasGas, especially when compared to the Husky. The suspension plays into this as well. All three bikes have a common shortcoming in front suspension. The Xact air fork was a miracle when it came out in 2017, but nine years is an eternity in the suspension world. The gains made since then haven’t been as significant as we would like to see. Most riders prefer the KTM and Husky suspension over the GasGas. The Husky, by the way, had slightly reduced suspension travel in order to lower the seat height by roughly a half inch in 2025. This made no difference in suspension quality whatsoever. Some riders absolutely love the reduced seat height. Others might complain about the reduced ground clearance. The KTM 450SX-F is still the flagship of the Pierer Mobility motocross line. The standard version of the Husqvarna FC450 is on hiatus for 2026, so we used a 2025 version in our shootout. The FC450 Factory Edition will be in dealers shortly. In virtually all other ways, the GasGas is the same bike as the KTM and Husqvarna. That means it’s excellent in turns, has world-class stability and proven reliability. Even in weight, the three bikes are the same: 229 pounds on our scale without fuel. We can’t say that the GasGas is actually superior to its siblings in any category, but it has no significant disadvantages. To see how the GasGas, KTM and Husqvarna stack up against the rest of the 450 class, check out our 450 shootout. Merry Christmas! –Ron Lawson The post 2026 GASGAS MC450F VS. KTM & HUSKY: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

HONDA 250 TWO STROKE FROM 2002 …CLEANER THAN EVER The post EXTREME 2002 HONDA CR250 TWO STROKE BUILD (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The motocross world has exploded. For 2026, there are more manufacturers, more models and more attention going into this segment than ever before. We still have the traditional Japanese manufacturers: Honda, Kawasaki, Suzuki and Yamaha. Then we have the Austrian group: KTM, Husqvarna and GasGas. Now the Italians have arrived; Beta, Ducati and TM. Then there’s Triumph, Kove, Stark and Cobra representing the rest of the world. It’s a good time to be a motohead. BETA 450RX: BASE PRICE $10,990 It’s no longer news that Beta is a contender in the Supercross and Pro Motocross ranks; the Italian manufacturer now has a firm foothold in the most competitive ranks of off-road racing, pushing forward with its flagship 450RX. New for 2026 is the cylinder head, revised engine mapping, a new counterbalancer shaft and redesigned exhaust. Maintaining a competitive edge in the pro ranks, along with being rideable for amateurs, is Beta’s continued goal. DUCATI DESMO450 MX: BASE PRICE $11,495 It’s a good time to be in the market for a motocross bike. There are more contenders than ever, the newest of which is another Italian marque. The all-new Desmo450 brings Ducati’s signature desmodromic valve system into the motocross realm, along with electronics and racing technology that elevated the Bologna brand to dominance in MotoGP. How will their expertise translate to the dirt? It’s what we’re all waiting to find out. GASGAS MC450F: BASE PRICE $10,849 From the house of Mattighofen comes the GasGas brand for 2026, offering the most affordable option from the Austrian manufacturer. The GasGas motocross line returns with little more than a fresh look for 2026. The MC450F features the same frame and engine as its KTM and Husqvarna counterparts, but stands apart with softer suspension settings, Braktec brakes and hydraulics, Maxxis tires, and an optional (rather than standard) engine-map switch. HONDA CRF450RWE: BASE PRICE $12,599 If the level of modern motocross machines wasn’t spectacular enough for you, the good news is you can now have a race-ready factory replica straight from Honda. The CRF450RWE (Works Edition) gives you a hand-ported cylinder head, full Yoshimura exhaust, Hinson clutch basket, coveted Ti/Kashima coatings on the re-valved suspension and much more. To get any closer to the real thing, you’d have to break into Jett Lawrence’s garage (do not do that!). HONDA CRF450R: BASE PRICE $9,699 Following a thorough frame revision last year to help improve overall stability, Honda’s CRF450R returns largely unchanged for 2026. The handlebar switch offers three engine maps and multiple traction control settings along with launch control, though the Honda is the only of its class to not offer an engine-tuning app. Showa suspension might be considered somewhat soft, while nimble handling and light weight are among its highlights. KAWASAKI KX450SR: BASE PRICE $13,699 The Special Racer version of Kawasaki’s flagship 450cc motocrosser returns for 2026 and brings with it a laundry list of upgrades, as well it should considering its $3100 upcharge from the base model. A modified cylinder head with polished intake ports, Pro Circuit Ti-6 titanium exhaust, XTRIG ROCS Tech triple clamp, special ECU settings and Kashima suspension coatings are among the elite features you’ll find on the mighty KX450SR. KAWASAKI KX450: BASE PRICE $10,599 The Kawasaki KX450 is mainly unchanged for the 2026 model year, which is probably a good thing, since it’s one of the favorites in the Dirt Bike Magazine garage. This gentle giant pairs a smooth power delivery with comfortable suspension and high-speed stability. Its mild peak power will appeal more to the average Joe than to Joe pro, and engine performance can be tuned (though not dramatically) from the Rideology smartphone app. KOVE MX450: BASE PRICE: $7999 Another new face in the motocross market, Chinese manufacturer Kove has entered the chat. Based on our initial prototype testing, Kove is well on its way to redefining how we think of Chinese brands. A steel perimeter frame, KYB 43mm AOS fork and Yu-An shock make up the quick-handling chassis of the MX450, while the Dakar Rally-proven 450cc motor and titanium exhaust deliver a reported 54 horsepower. Watch this space. KTM 450SX-F: BASE PRICE $11,649 Continuing the trend of carryover 2026 models, KTM’s 450SX-F returns unchanged. But why mess with a good thing, especially when it nearly topped our 2025 shootout? KTM updated the chromoly steel frame to be more compliant in 2025 and still runs the WP Xact air fork. The outstanding motor and light weight continue to headline its selling points, and a tuning app is available, but only with the purchase of the connectivity unit. SUZUKI RM-Z450: BASE PRICE $9399 Well, no surprises here. Suzuki’s RM-Z450 is going on eight years with no mechanical updates to its premier-class motocrosser. Yet, the RM-Z remains a respectable specimen among its more advanced classmates, lack of electric start notwithstanding. But, if you remember how to kick-start a bike, the “Zook” still has plenty to offer, including a smooth power delivery and excellent handling abilities. The RM Army option sweetens the deal with a Pro Circuit pipe and graphics. MSRP does not include a $300 tariff fee. TM 450MX: BASE PRICE $12,199 With a new importer now at the helm, Italian-made TM motorcycles are back and bringing with them more than just two-strokes. The TM 450MX four-stroke features an electric-start fuel-injected motor (not available in a carbureted option like its two-stroke siblings) and aluminum perimeter frame. Front brake is Brembo, rear is Nissin, front suspension is KYB and rear is TM Moto. The rest is handcrafted Italian beauty ready to entice riders craving something different. TRIUMPH TF450-X: BASE PRICE $10,395 When Triumph introduced its first 450 motocross bike in 2025, it was the RC special edition and had a long list of extras not normally featured on standard models. In fact, there was no standard model. Now there is. The 2026 Triumph TF450-X has arrived, and while it might not have the bling or the RC model, it does have upgrades to the clutch, gearbox and engine mounts. It still features KYB suspension, Brembo brakes and a map switch, but the connectivity unit to use Triumph’s smartphone app is extra. YAMAHA YZ450F 70TH ANNIVERSARY: $10,499 It’s not only an all-new model for 2026, the 70th Anniversary Edition YZ450F also received a distinct look calling back on Yamaha’s heritage. The commemorative red, white and black “speed block” livery is a throwback to the 1955 birth of the Yamaha Motor Company. It’s more than a fresh look; the MY26 also boasts a new frame, revised suspension and quieter motor. The Power Tuner app also adds a security feature, enabling owners to lock the bike. YAMAHA YZ450F: BASE PRICE $10,299 It’s a year of change for the mighty YZ450F, including major updates to the frame and a new KYB shock. Refined suspension settings (same trusty KYB SSS fork) and new engine mounts complement the frame updates. The YZ450F gets a hydraulic clutch, while a modified airbox and exhaust make it 109-decibel compliant—a relief to the ears. An added feature of the Power Tuner app is the ability to lock the bike for theft deterrence. BETA 350RX/250RX (TWO-STROKE): BASE PRICE $10,290/$9690 For 2026, the biggest news in the two-stroke world is that Beta has two new MX bikes. The 350RX and 250RX arrive to replace the 300RX. The 350 is bored and stroked compared to the 2025 300RX, whereas the 250 has the same stroke as the 300 but with a smaller bore. Both bikes use a mechanical power valve and a Keihin carburetor. The gearbox is a five-speed, the suspension is KYB, and the brakes are Nissin. KTM 350SX-F: BASE PRICE $11,499 It’s fondly referred to as the ultimate vet bike, and not because it lacks the punch of a 250 or 450. Rather, because motocross Vet classes aren’t defined by engine size, meaning riders can compete aboard anything they want. KTM’s 350cc four-stroke continues to be a comfortable option with power to keep up with the Open class, and lightweight handling of a 250. The 350SX-F returns with minimal changes for 2026. KTM 300SX/250SX (TWO-STROKE): BASE PRICE $9899/$9649 Dante Oliveira got on a nearly stock KTM 300SX for the first time just days before the 2025 Two-Stroke World MX Championship and won the Open Pro class. It’s probably the most sophisticated two-stroke made with an electronic power valve that is integrated with the throttle-body fuel-injection system. In the chassis department, it’s very similar to the four-stroke KTMs with a WP fork and Brembo brakes. The 250SX is nearly identical save for the displacement. STARK VARG MX 1.2 (ELECTRIC): BASE PRICE $11,990 Stark Future, makers of the electric Varg MX, is shunning convention every way possible, including not placing model years on their bikes. The Varg MX 1.2 isn’t a 2026, per se, but it does represent the next evolution of the game-changing electric motocrosser. An updated 80-horsepower powertrain, new 7.2 kWh battery, new frame and new Arkenstone Android dash are among the major changes to Stark’s latest silent track weapon. TM 300MX/250MX (TWO-STROKE): BASE PRICE $11,199/$10,999 TM offered its own fuel-injected, two-stroke 300cc motocross bike long before KTM, but the Italian company was without an importer until recently. You can also buy the bike in a 250cc variety, and both sizes can be had with a carburetor instead of EFI. For 2026, all configurations have new clutch hubs and baskets, new mapping, and other updates. Available in the Corse configuration by special order. TM 300MX/250MX: BASE PRICE $12,399/$12,299 Marking their return to the North American market, TM Moto is filling out a rather expansive range of motocross bikes, including multiple four-stroke options. The 250MX satisfies the quarter-liter class, bringing an electric-start, fuel-injected six-speed to the mix. The 300MX is also available, with a shared platform and similar look but its own unique bore and stroke (77×53.6mm versus 81×58.1mm). GASGAS MC250 (TWO-STROKE): BASE PRICE $8949 GasGas gave the MC250 a new look for 2026, as well as a handful of updates to the suspension, wiring harness and radiator cap. Under the bodywork, it’s very similar to the KTM 250SX with an e-start, fuel-injected motor and a five-speed gearbox. It does not have a map switch as standard equipment, and uses Braktec hydraulics and Maxxis tires. The fork is the WP Xact air fork, and the bars are Neken. GASGAS MC250F: BASE PRICE $9899 Among the three-brand house of Mattighofen, GasGas serves as the affordable option. At nearly $1000 less than its KTM counterpart (our 2025 250F shootout winner), the only real differences to the GasGas MC250F are tires and brakes. The MC250F receives little more than a fresh look for 2026, but we’re simply happy to see it survived the great orange insolvency and ready to invite it in for a fresh round of competition for 2026. HONDA CRF250RWE: BASE PRICE $10,699 Honda’s quarter-liter Works Edition first arrived last year to an eager reception and returns unchanged for 2026. Inspired by the HRC factory bikes of Jo Shimoda and Chance Hymas, the CRF250RWE features some drool-worthy components, such as A-kit suspension, titanium Yoshimura exhaust, and a ported red cylinder head, which bump the price up $2300 over standard. More than a Works Edition, it’s also limited, so move fast if you have your eye on one. HONDA CRF250R: BASE PRICE $8399 After a year of major changes in 2025, including a new frame and updated motor, we’re not surprised to see a carryover year for the 2026 Honda CRF250R. The only major update that comes with the new little Honda is Jo Shimoda’s SuperMotocross World Championship. With a well-balanced and easy-to-ride chassis, the Honda performed well in our shootout. It features Showa suspension, Nissin brakes, a cable clutch and Pirelli tires. HUSQVARNA TC250 (TWO-STROKE): BASE PRICE $9749 For the initial months of the 2026 model year, Husqvarna’s motocross line is all two-strokes. That means the TC250 is the flagship of the line until the Factory Editions arrive in the fall. The TC250 is worthy of that position with its electronic power valve and throttle-body fuel-injection system. It has two maps, the gearbox is a five-speed, and there are only detail changes and new graphics for 2026. KAWASAKI KX250: BASE PRICE $9099 Kawasaki’s KX250 four-stroke received an overhaul for 2025, and for 2026 Kawasaki has left well enough alone. The KX250 remains the only Japanese 250 with a hydraulic clutch (aside from the Honda Works Edition) and dual-injector EFI system. It has smartphone connectivity through the Kawasaki Rideology app at no added cost, selectable power modes, traction control settings, Showa suspension, Nissin brakes and ODI lock-on grips. KOVE MX250: BASE PRICE $6999 The rest of the world will see a standard 2026 Kove MX250, along with a factory edition, but only the latter will be imported to the U.S. market for 2026. The latest from Zongshen features electric start, multiple maps, traction control and a planted, comfortable chassis. Is it at the level of modern 250F competition? Not quite yet, but we expect it will be soon. At the $6999 base price, perhaps its performance is right where it should be. KTM 250SX-F: BASE PRICE $10,699 The KTM 250SX-F has long been a top contender in the 250cc motocross field, and while it’s back for 2026 without any major mechanical changes, we expect our previous shootout winner will remain at the pointy end of the field with one of the best motors in the class. High-end components like WP suspension, including the Xact air fork, Brembo brakes and Neken bars, keep the price near the top of its field as well. SUZUKI RM-Z250: BASE PRICE $8299 To no one’s surprise, the Suzuki RM-Z250 returns for 2026 without any mechanical changes. Without electric start and lacking in the horsepower department, the RM-Z retains excellent handling, proven durability, and a low price point. Suspension is KYB and tires are Dunlop, and Suzuki’s MX-Tuner 2.0 and smartphone app are included. Like the RM-Z450, the RM-Z250 RM Army Edition includes a Pro Circuit T-6 full exhaust. MSRP does not include a $100 tariff fee. TRIUMPH TF250-X: BASE PRICE $9495 Triumph brought an all-new face to the stacked 250F motocross field last year, and after entering with a completely new machine at a highly competitive level, the UK-based manufacturer is showing they’re not ready to rest on their laurels. Key changes to the airbox, exhaust and ECU, along with updated KYB suspension settings and a new Exedy clutch, point to the newest member of the class already evolving. YAMAHA YZ250 70TH ANNIVERSARY (TWO-STROKE): BASE PRICE $8299 Yamaha’s very first motorcycle was a two-stroke called the YA-1 back in 1955. The company is celebrating the completion of its first 70 years in the motorcycle business by offering the YZ250 in special colors. The 70th Anniversary Edition has white plastic, red graphics, a red seat and black rims. The upcharge is $200. YAMAHA YZ250 (TWO-STROKE): BASE PRICE $8099 Yamaha has been a steadfast supporter of two-stroke enthusiasts by continuing to offer the YZ250 where other Japanese manufacturers have backed away. Critics complain that the YZ has had minimal changes over the last 20 years, but it continues to be competitive in the World Two-Stroke Championship and is currently homologated for competition in AMA Pro racing, both outdoor and Supercross. YAMAHA YZ250F 70TH ANNIVERSARY: BASE PRICE $9099 While there may not be any major mechanical changes, 2026 is a year to remember for the Yamaha YZ250F with the special 70th Anniversary livery. This nod to the birth of the Yamaha Motor Company in 1955 is marked by the red, white and black graphics of the 70th Anniversary Edition. The graphics, white plastics and red seat are the only distinctions from the standard-edition YZ250F. YAMAHA YZ250F: BASE PRICE $8899 The Yamaha YZ250F received a major overhaul in 2024, followed by a year of fine-tuning in 2025. For 2026, the 250cc four-stroke is largely unchanged aside from updated graphics. It does receive an update through the Yamaha Power Tuner app that allows an ECU lock function. This industry first is a theft deterrent (though more likely a buddy deterrent) helping to prevent unauthorized engine starting with password protection. TM 144MX/125MX (TWO-STROKE): BASE PRICE $9599/$9899 TM is reputed to have the most powerful 125 motocross bike currently available in the U.S. The 125 can be had with a carb or fuel injection, whereas the 144 is only available with a Keihin carburetor. Both have an electronic power valve that is reinforced for 2026. Also new for 2026 is a launch assist mode and revised firmware and mapping. All TM models can be ordered as Corse special editions. GASGAS MC125 (TWO-STROKE): BASE PRICE $7849 The GasGas 125 motocross bike is on the same page as the Husqvarna and KTM 125s. That means it’s a very sophisticated motorcycle with throttle-body fuel injection, an electronic power valve and electric start. The suspension is handled by WP Xact components with air in the front. The triple clamp is forged, the clutch is hydraulic, the brakes are Braktec, and the tires are Maxxis. GasGas continues to come in at a lower price than KTM or Husky. HUSQVARNA TC125 (TWO-STROKE): BASE PRICE $8549 The Husqvarna TC125 has an incredibly smooth power delivery with a ton of mid-range power. It’s been that way since it acquired fuel injection, electric start and an electronic power valve in 2023. The Husky is so smooth, in fact, that some riders claim it’s not fast enough, which turns out to be fake news according to the dyno. There are a handful of detail changes for 2026, including the new graphics. KTM 125SX (TWO-STROKE): BASE PRICE $8449 KTM reinvented its 125cc motocrosser when it incorporated electric start, throttle-body fuel injection and an electronic power valve in 2023. At that point it became a low- to mid-range powerhouse, but lost some peak horsepower. A handlebar switch makes two different maps available on the fly. The 2026 model has mild updates that concern the fuel-protection cap, wiring harness, radiator cap and cosmetics. YAMAHA YZ125 70TH ANNIVERSARY (TWO-STROKE): BASE PRICE $7399 Yamaha’s very first motorcycle back in 1955 was, after all, a 125cc two-stroke, so it’s only appropriate that Yamaha celebrates its anniversary with a special version of the YZ125. It’s called the 70th Anniversary Edition, and has white bodywork with red graphics, a red seat and black rims. Mechanically, it is no different from the standard YZ125. YAMAHA YZ125 (TWO-STROKE): BASE PRICE $7199 In 2022, Yamaha revised the YZ125 motor, and that resulted in a marginal power increase. As it turned out, most of the other bikes in the 125 class suffered marginal power decreases, so the YZ is back in the game. Also, the GYTR accessory division is on the case with a hop-up kit that provides a significant power boost. HONDA CRF150R/EXPERT: BASE PRICE $5499/$5699 “Big Red” has long since pulled the plug on two-stroke motorcycles, but remains dedicated to fueling the flames of youth motocross with two variants of its Unicam four-stroke-powered CRF150R. The steel-framed carbureted motocrosser is available in a standard version with 17-inch front and 14-inch rear wheels. The CRF150R Expert model is more ideal for taller riders, with added suspension travel and 19-/16-inch wheels. KAWASAKI KX112 (TWO-STROKE): BASE PRICE TBA Kawasaki introduced the KX112 in 2022 to replace the aging KX100, and now is the only factory-built 112 aside from the pricey TM. It qualifies as a Supermini with its 16/19-inch wheel combo, and a motor that is larger in both bore and stroke compared to the KX85. The seat height is 34.3 inches, which is 1.5 inches more than the KX85. The suspension travel is the same as that of the KX85 at 10.8 inches, front and rear. TM 112MX/85MX (TWO-STROKE): BASE PRICE $7999/$7199 The TM minis are red meat in the American amateur racing community, because they can race in the Limited class where they have a distinct advantage. There are three bikes based on the same platform. The 85 has a 14-/17-inch wheel combo, while the 100 and the 112 Supermini have 16-/19-inch wheels. The TM minis have carburetors and aluminum frames. The power valve and mapping are updated on all three for 2026. GASGAS MC85 (TWO-STROKE): BASE PRICE $6649 The GasGas MC85 received a significant update in 2025, so the bike returns mostly unchanged, even in the graphics department. Only subtle technical updates have been introduced for 2026, including revisions to the triple clamps and cooling system. The bike is offered with a 17-/14-inch wheel combination in its standard configuration, but there is also a 19-/16-inch version for slightly more. HUSQVARNA TC85 (TWO-STROKE): BASE PRICE $7149 Husqvarna has positioned itself as the premium brand in the KTM/GasGas/Husky collective. As such, the TC85 has a slightly higher price than the others. It still uses a case-reed, power-valve, six-speed motor. Most of the components are the same as those of the KTM, including Excel rims, WP suspension, Formula brakes and ODI grips. The standard version has a 17-/14-inch wheel combo, while a version with 19-/16-inch wheels has an MSRP of $7349. KAWASAKI KX85 (TWO-STROKE): BASE PRICE TBA Back in 2022, the KX85 got a new look, as well as changes to the gearbox, cooling system and even tires. The Kawasaki still has a lower seat height than many of the other bikes in the Mini class and is excellent for younger, smaller riders. In outright performance, the KX suffers against the Austrian bikes in the Limited classes, but has great potential for modifications. KTM 85SX (TWO-STROKE): BASE PRICE $6949 The youth racing scene in America has become a parade of KTM minis. At the Loretta Lynn Amateur Championship last summer, 96 percent of the 85s and Superminis originated from the KTM factory. The 2026 model has an updated engine that is lighter with a smaller spark plug, reduced compression ratio and a new shift drum. The standard model has a 17-/14-inch wheel combo. The big-wheel version with 19-/16-inch wheels has a base price of $7249. YAMAHA YZ85 (TWO-STROKE): BASE PRICE $5099 In 2022, Yamaha updated the YZ85 with new bodywork and chassis improvements, and just three years earlier it got substantial motor changes. That means the YZ85 looks just like the bigger Yamaha two-strokes. It still surrenders outright performance to the more expensive 85s from Austria, but can hold its own in the suspension department. The YZ85LW big-wheeler has an MSRP of $5299. COBRA CX65 (TWO-STROKE): BASE PRICE $6298 Each year, Cobra announces its new model line at the AMA Amateur Championships at Loretta Lynn’s. It makes perfect sense, because the small, Michigan-based manufacturer has an incredible legacy of success in amateur racing. The 2026 CX65 also recently earned its first-ever wins at the 2025 FIM Junior Motocross World Championship with a gold and bronze double podium. GASGAS MC65 (TWO-STROKE): BASE PRICE $5749 Back in 2024, the GasGas MC65 received its last major change. Since then there have been subtle updates. For 2026, the most significant change is updated front suspension with a reworked air cartridge and better sealing. It also has updates to the triple clamp and the radiator closure. The GasGas MC65 is very closely related to the KTM and Husqvarna 65s, but still sells for less. HUSQVARNA TC65 (TWO-STROKE): BASE PRICE $5999 Most parents probably know by now that Husqvarna motorcycles come from the same factory as KTMs, but that’s irrelevant to the kids who can be fiercely loyal to their brand. The Husky TC65 has its own bodywork and look, which hasn’t changed in several years. Like the KTM, the TC65 has WP suspension components, and benefits from a new exhaust gasket and a redesigned exhaust valve. KAWASAKI KX65 (TWO-STROKE): BASE PRICE $4249 The Kawasaki KX65 provides an essential role in the hierarchy of youth-oriented motocross bikes. It allows beginners to grow accustomed to a manual clutch and a six-speed gearbox as a stepping stone into the world of full-size motorcycles. Other 65cc motocross bikes are far more expensive and intimidating. The Kawasaki’s days as a competitive racer in amateur racing are long gone, but there’s no other bike that currently fills the same space. KTM 65SX (TWO-STROKE): BASE PRICE $5899 The 65 class often presents young riders with their first exposure to a manual clutch and gearbox. The KTM offers that, as well as a truly competitive platform for racing, with a pressure-controlled exhaust valve, a case-reed motor and even a hydraulic clutch. The seat height is adjustable from 28.1 to 29.9 inches. The 2026 model has an updated gearbox with a new shift drum, a more durable clutch, an updated WP 35mm Xact air fork and a number of other refinements. YAMAHA YZ65 (TWO-STROKE): BASE PRICE $4499 After years of neglecting the entry-level classes in motocross, Yamaha engineers created the YZ65 in 2019. The impressive part was that they did it and kept the price somewhat reasonable, and now Yamaha can at least run with bikes that cost hundreds more. At Loretta Lynn’s Amateur Championship last summer, Yamaha proved it with a National Championship in a field of Cobras, KTMs and Huskys. COBRA CX50FWE (TWO-STROKE): BASE PRICE $6246 The CX50FWE is an elite version of the already-elite CX50 King Cobra. “FWE” stands for “Factory Works Edition,” and offers an upgraded clutch, cylinder and suspension. It has features like a titanium axle and a swingarm that rides on needle bearings. Each year, Cobra makes improvements to ensure the CX50FWE remains competitive in the 50cc classes where it has a long history of success. COBRA CX50SR (TWO-STROKE): BASE PRICE $5245 The foundation of Cobra’s motorcycle line is the CX50SR, otherwise known as the “King Cobra.” It continues to be produced in Hillsdale, Michigan, and is far and away the most successful single bike in amateur racing. The CX has a case-reed motor with an automatic clutch and has a number of proprietary parts, including the Cobra Advanced Racing Development (CARD) fork, shock and disc brake. This year, the most significant update is a wheelbase that is 25mm longer. COBRA CX50JR (TWO-STROKE): BASE PRICE $5140 The CX50JR is made for less experienced young riders, but still is a close relative to the CX50SR competition bike. The JR has a lower seat height and a milder power delivery. It uses 10-inch wheels at both ends as opposed to the 12-/10-inch combo on the SR, but both wheels are forged and anodized just like the ones on the larger Cobras. For 2026, the swingarm has been extended 25mm, bringing the wheelbase to the AMA maximum of 37 inches. GASGAS MC50 (TWO-STROKE): BASE PRICE $4999 GasGas has made an especially big impact on the mini market with the MC50. Maybe it’s because the price is slightly lower than that of the KTM 50SX or the Husqvarna TC50, or maybe it’s just because kids love red. The 2026 model has updated front suspension with a reworked air cartridge and better sealing, as well as new, more robust transmission shafts. The MC50 still has a great deal of adjustability so it can grow with your young racer. HUSQVARNA TC50 (TWO-STROKE): BASE PRICE $5199 Husqvarna’s TC50 presents a different take on the KTM 50SX. They share the same frame and motor, but the bodywork is exclusive to the Husqvarna and capitalizes on the brand’s Swedish legacy. That might not mean as much to the young rider as it does to his dad, but we know who pays the bills. Both the subframe and rear shock have multiple mounting positions that allow different seat heights to suit the rider. KTM 50SX FACTORY EDITION (TWO-STROKE): BASE PRICE $5199 The KTM 50SX is available as a Factory Edition, like the big KTM motocross bikes. It has all the features of the standard 50SX, including the updated fork, clutch and transmission, but this model also gets a Hinson clutch cover, an FMF pipe and silencer, black rims, a two-stage reed valve, Red Bull graphics, and an assortment of high-profile cosmetics. KTM 50SX FACTORY EDITION (TWO-STROKE): BASE PRICE $5199 The KTM 50SX is available as a Factory Edition, like the big KTM motocross bikes. It has all the features of the standard 50SX, including the updated fork, clutch and transmission, but this model also gets a Hinson clutch cover, an FMF pipe and silencer, black rims, a two-stage reed valve, Red Bull graphics, and an assortment of high-profile cosmetics. GASGAS MC-E 2 (ELECTRIC): BASE PRICE $2299 Because the little ones need to rip too. GasGas’ MC-E 2 gets young riders off and running on this electric-powered mini-motocrosser, carrying the looks of the bigger bikes, but no fuel, heat, exhaust, or noise, making it easy to spin some backyard laps. The MC-E 2 is ideal for kids between 3 feet and 4 feet 3 inches tall. COBRA CX5E (ELECTRIC): BASE PRICE $7715 Yes, it’s electric, but that certainly doesn’t mean it’s pulling any punches. Cobra Moto is all about competition models, and the CX5E brings all the must-haves for 4- to 6-year-old rippers, including a liquid-cooled outrunner electric motor, a 60-volt Cool-Pack quick-change battery, along with an advanced chassis and race-ready suspension. The CX5E features a unique micro-handlebar, putting proportional ergonomics in the palms of little hands. COBRA CX3E (ELECTRIC): BASE PRICE $6560 For the electric-powered competitors looking for the earliest start on the motocross track, Cobra Moto’s CX3E is the smallest of the 2026 Cobra lineup. Recommended for beginner racers and those progressing in the JR Micro division (riders about 4 to 6 years old), this model can grow with riders as they develop. The outrunner electric motor features riding and training modes, and a 48-volt, 1.0kWh Cool-Pack quick-change battery. The post 2026 MOTOCROSS BIKE BUYER’S GUIDE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The reason that there are so many hard-core off-road riders who will never ride a four-stroke is very basic. It isn’t because they are old-timers, it isn’t because they are stubborn, and it isn’t because they don’t know any better. It’s because bikes like the Beta 300RR X-Pro are just about perfect for trail riding. We have to be careful when we say “bikes like,” though. They are increasingly hard to find. The 2026 Beta 300 is officially the last European 300cc two-stroke with a mechanical power valve and carburetor. Even though it has received a number of changes in recent years, Beta hasn’t altered the basic formula that became the off-road rider’s go-to decades ago. ITALIAN ICON Today’s Beta two-strokes are such icons in the off-road world that it seems odd that they only date back to 2013. Even then, the engineers in Florence recognized it would be foolish to alter the formula that had proven so successful for companies like KTM, Husqvarna and GasGas (all separate back then). The Beta 300 still uses a steel backbone frame that was updated last year with input from the Liqui Moly Pro Supercross team. It got substantial reinforcement in the steering head, backbone and top shock mount. This year that trend continued with a beefed-up rear axle and front brake caliper. The motor also got upsized main bearings and a new second gear. It still has a 38mm Keihin carburetor, electric start and a two-stage mechanical power valve driven by a centrifugal ball-ramp mechanism. It did not get the new dual-sport-plug ignition featured on the Race Edition and the 350RX motocross bike. At 10,000 feet, a normally aspirated gasoline motor loses almost 30 percent of its horsepower. In the case of the 300RR X-Pro, what’s left is still sweet and manageable. Re-jetting can be done easily, but you have to get your hands dirty. Beta now has more full-size two-strokes than anyone in the motorcycle business. The 300RR is just one of 11 models, ranging from the 125RR to the new 350RX. All have different purposes. The RR X-Pro line falls into a slot aimed at experienced trail riders, while racers have the Race Editions and beginners have the Xtrainer. The 300RR X-Pro uses Sachs suspension, whereas the Race Editions have KYB components and the XTrainer uses Olle items. The RR X-Pro also keeps oil injection, while owners of the Race Editions are expected to mix their own oil and gas. The X-Pro is also less expensive than the Race Editions by about $600. The 2026 MSRP is $10,990. That includes the new U.S. tariffs imposed on the EU—something to keep in mind when comparing prices. Almost all other manufacturers put that on a separate line after MSRP. For this test of the Beta 300RR X-Pro, we broke out of our routine. We went to Challis, Idaho, to ride it in the inaugural Yankee Fork Rendezvous trail ride. Normally, it’s not a great idea to travel to a new place to test a bike. It’s fun, but you don’t get to compare the bike to anything you know. Other factors, like altitude and weather, also mess things up. Challis is at 5000 feet MSL, and the trail went as high as 10,000 feet. In this case, none of that made a difference. We had recently tested the 2025 version of the same bike back in SoCal, and there are very few differences. Most riders don’t care for rocks, but some bikes make them easier than others. TRAIL DUTIES Saying that the 300RR X-Pro fills a gap between racers and beginners is like saying the Pacific Ocean fills a gap between Indochina and California. It’s a vast space, and it includes the most hardened two-stroke fans. If you had to take all the reasons that off-roaders love two-strokes and boil them down to one single characteristic, it would have to be low-rpm manners; how they refuse to stall no matter how slow you go, and how they respond instantly when it’s time to pick up the pace. The Beta 300RR X-Pro has that particular attribute in spades. It might even be the absolute king of the realm when it comes to having sweet, smooth, low-rpm throttle response. If you want something better, you would have to have a trials bike. Accordingly, the bike is exceptional in tight, trials-like situations. It’s also exceptional at moderate speed on tight, twisty trails. This is how two-strokes conquered the off-road world: with mechanical power valves and Keihin carburetors. In outright power, however, the 300RR X-Pro is fairly mild. It isn’t in the same league as Beta’s new 350RX motocross two-stroke or, for that matter, last year’s 300RX. That’s not what this bike is about. Peak power is good enough at sea level for legitimate trail riding and even some tight off-road racing. At Challis, the biggest concern was the altitude. We knew the bike would have perfect jetting at sea level, but unlike fuel-injected four-strokes, it has no means of correcting fuel mixture as air density decreases. We lowered the needle one position beforehand, and as it turned out, that was enough, even when the trail climbed to the 10,000-foot mark. It never missed or sputtered, but it did lose power. At the highest point of the trail ride, it ran like a 200. To be fair, we also had a Beta 480 four-stroke there, and it ran like a 200 at that altitude too. There’s no escaping that issue with normally aspirated engines. The takeaway here is that even without fuel injection, dealing with extreme altitude is fairly easy with the Beta two-stroke. Our test bike came with Bridgestone tires, although most come with Maxxis. The Beta does not come with a spark arrestor, so riding in a place like Challis requires an additional investment. Another strong point is how easily the bike handles. Nowadays, the weight difference between the 300 and a modern four-stroke is fairly small. Our 2025 test bike was 233 pounds without fuel, and the four-stroke Betas (all four of them) are 10 pounds heavier. But, the 300 two-stroke feels far lighter. That’s an advantage anywhere at any speed. If there’s a weakness anywhere in the Beta’s armor, it’s in the suspension department. The Sachs fork and shock are set up for one thing and one thing only: tight, technical trails at fairly low speeds. As long as you’re in that situation, everything is great. Both ends suck up rock gardens far better than any race bike, and the ride is super comfortable as long as the pace isn’t too fast. Payment comes due on faster trails with whoops. The suspension doesn’t necessarily bottom, but it does dive and seesaw. If you plan on a quick pace, you have to bump up the settings beforehand. The overall setup is still soft no matter what you do with the clickers. You have to remember the trail-riding mission of the X-Pro line. If you want to go racing, look to the Race models. The 300RR X-Pro is Beta’s dedicated trail two-stroke. The price is $10,990 including tariffs. PURE DIRT Any Beta owner will tell you that there are certain perks associated with the brand. One is attention to detail. We love the push-button seat removal, oil injection and coolant recovery tank. We also love the fact that the guys who built this bike clearly are riders themselves. You can only know the value of a rescue strap if you had to use it with a buddy to get to the top of a hill. The Beta comes with one stock. So, why doesn’t it come with handguards or a spark arrestor? Doubtlessly to keep the price below a certain target. As we mentioned, Beta has rolled the tariff into the MSRP rather than add another line on the handlebar tag. One advantage of doing it this way is for financing; the amount that many financial institutions will loan is based on the MSRP. And yes, the Beta 300RR X-Pro is an expensive motorcycle. It has to be. There’s no way around that. But, if you want a traditional two-stroke off-road bike with all the classic strengths they offer, Beta has the market all to itself. The post BETA 300RR X-PRO: FULL TEST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

This is another beautifully crafted European motorcycle that’s still fairly new to motocross. It arrived last year and between Triumph and Ducati announcing their own motocross bikes, Beta never got the attention in the motocross world that it truly deserved. We deal with off-road bikes, so many of Beta’s features and design elements are familiar to us. But even so, this effort was a massive undertaking from a small company.  The post 2026 BETA 450RX TEST (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The 2026 Triumph TF450-X didn’t get nearly the attention that it deserved when it was released recently. It was actually a brand-new model, never before seen in the U.S., whereas the bike revealed one year ago was the TF450RC; a limited production Ricky Carmichael Edition. Triumph arranged its production schedule a little backwards from what we normally see, with a special edition preceding the standard model. It actually makes great sense to do it that way. That puts a limited number of bikes into the world where the company can monitor how it’s working and react quickly if issues arise. The roll-out went well; the press loved the bike and so did the somewhat limited number of customers who snagged one. About two months ago the standard version arrived with a handful of updates, but minus a few glitzy items that made the RC version more expensive. The base price of the 2026 Triumph TF450-X is $10,395. One of the issues that Triumph engineers addressed was the clutch, which got a new hub and Belleville spring, mostly for durability issues. The gearbox got a new selector star and the motor mounts were revised. Then there were changes to the graphics, but the core elements of the bike were unchanged. We also learned exactly what made the Ricky Carmichael special edition so special. That bike had a number of parts that you won’t see here; a Hinson clutch cover, ODI Podium Flight RC Bend bars, Dunlop Geomax MX34 tires, a gripper seat cover, a front disc guard, an Xtrig holeshot device and a wifi communication module that allows tuning with your smartphone. This version comes with Pirelli MX32 mid-soft terrain tires and you will have to purchase those other items as accessories. We got the 2026 model and threw it right into a 12 bike comparison where it had a respectable showing. But it clearly deserves a closer look. One thing that really surprised us at the end of the shootout was how well it performed on the dyno. It made more peak power than any of the Japanese or Italian bikes–58.6 at 9200 rpm. Only the KTM and Husqvarna had more peak power. Our test riders, for the most part, considered it mid pack in the horsepower department. We think that’s high praise indeed when a bike makes this much power but disguises it with a super smooth delivery. It’s kind of a humble beast that doesn’t broadcast the fact. The Triumph is, perhaps, a little soft off the bottom and then makes a great deal of midrange. It’s not the kind of bike that lets you get away with being two gears too high–you get the most out of it when it’s in the right rev zone, so don’t hesitate to shift a little more than you might think is appropriate for a 450. One note here, it still doesn’t like to shift under power, but it does come equipped with Quickshift, which helps that process considerably. We recommend using that on the start, then switching it off in the course of the race with that big multi function handle bar switch. You also have traction control, launch assist and a map switch on the same control. It has two maps preprogrammed into the ECU; standard (light off) and mild (light on). It feels quite a bit tangier with the light turned off. But, some people love the mild map. Scott Redding is a Professional British Superbike road racer who has been racing motocross locally in the vet expert class on a Triumph this year. He prefers the mild map because it smooths out that hit in the middle. Other riders like the hit simply because it makes the bike more exciting–as we said, no one felt it was [that] fast, despite its horsepower numbers. The strongest point of the bike remains the overall handling. It is outstanding in turns, but what we like the most is that it has much better straight line stability than most of the other 450s. Only the Kawasaki and the Beta are in the same league. It’s also very light. On our scale, without fuel, it’s 231.3 pounds. That’s the same as the Yamaha YZ450F and a couple of pounds more than the Austrian bikes. Sidenote: in our 450 shootout video we mistakenly said the Triumph was 233 pounds. That’s actually the weight of the TF450RC, which has a number of accessory items that add up to the difference. If there’s any one aspect of the bike that cries out for careful set-up, it’s the suspension. The Triumph works best at 104mm of sag. That’s not unusual, but we have noticed that if you’re a little off on your measurements it makes a big difference. We would estimate that Triumph’s target rider for this bike is a 175-pound novice. For that rider, the balance and spring rates are spot-on. It has good hold up and is relatively plush until the track gets second-moto rough. If that’s your favorite time of the day, you might want to stiffen things up. Pros will want it stiffer from the start–which is appropriate for a bike sold to the mysterious “average rider.” If you haven’t yet seen the 450 shootout, click the link below. For the print version, check out the February, 2026 edition of Dirt Bike. 2026 450 MX SHOOTOUT  WHO WILL WIN THE CASELLI CUP? It’s time once again for Dirt Bike Magazine to select the best off-road riders in America and determine who will win the Caselli Cup for 2026. This isn’t necessarily a Rider of the Year award but rather a snapshot of the state of American off-road racing as of right now. It certainly draws heavily upon the accomplishments of 2025, but also takes potential and momentum into consideration. The riders aren’t necessarily U.S. citizens; anyone racing in the U.S. is eligible as well as those who represent the U.S. abroad. Each year we assemble the list based on our own observations as well as industry notables, including Tyler shepardon of OnThePipe Media. The top rider gets his name inscribed on the Caselli Cup itself, a perpetual trophy crafted by FMF, Classique Trophy and Skinner Cabinets. Here are the past winners: 2006 Juha Salminen 2007 David Knight 2008 Kurt Caselli 2009 Ricky Dietrich 2010 Paul Whibley 2011 Kurt Caselli 2012 Kurt Caselli 2013 Taylor Robert 2014 Charlie Mullins 2015 Kailub Russell 2016 Kailub Russell 2017 Taylor Robert 2018 Cody Webb 2019 Kailub Russell 2020 Team USA — ISDE 2021 Kailub Russell 2022 Brandy Richards 2023 Dante Oliveira 2024 Team USA — ISDE 2025 Josh Toth And here’s the worksheet we assemble to evaluate the prospective riders based on performances in 2025: GNCC OVERALL Benjamin Kelley (251/2 wins) Grant Davis (247/4 wins) Cody Barnes (207) Liam Draper (196) Angus Riordan (190) Michael Witkowski (165/1 win) Kailub Russell (164/1 win) Jordan Ashburn (162) Steward Baylor Jr (157/2 wins) Josh Strang (138) WXC Korrie Steed GNCC XC-1 Benjamin M Kelley 251 Liam Draper 196 Michael Witkowski 165 Kailub K Russell164 Steward Baylor Jr 157 Jordan P Ashburn156 Josh V Strang 138 Craig B Delong 126 Ricky A Russell 89 Grant R Baylor 73 Jonathan S Girroir 58 Lyndon Snodgrass 41 Ryder Lafferty 28 Thaddeus Duvall 22 Evan C Smith 11 GNCC XC2 250 PRO Grant Davis (309/8 wins) Cody Barnes (303/2 wins) Angus Riordan (291/1 win) Nicholas DeFeo (223/1 win) Brody Johnson (221) Jhak Walker (169) Joshua Toth (160/1 win) Toby Cleveland (124) Hunter Bush (100) Michael Delosa (80) NATIONAL ENDURO Steward Baylor Jr (197/3 wins) Ricky Russell (167/1 win) Grant Baylor (161/2 wins) Ben Kelley (143) Josh Toth (135/2 wins) Nicholas DeFeo (108) Jhak Walker (105) Evan Smith (88) Chase Landers (74) Ryder Lafferty (69) 1W. Rachel Gutish NATIONAL HARE & HOUND Dante Oliveira (235/2 wins) Zane Roberts (231/5 wins) Daemon Woolslayer (160/1 win) Sam Pretscherer (154) Ryder Thomaselli (102) David Kamo (99) Nolan Cate (74) Preston Campbell (67) Chance Fullerton (63) DJ Weber (63) NGPC SERIES PRO Dante Oliveira (228/7 wins) Dare DeMartile (179) Tyler Lynn (165/1 win) Mateo Oliveira (143) Giacomo Redondi (126) Ryan Surratt (77) Justin Hoeft (46) 1W. Mikayla Nielsen NGPC PRO 2 Mason Semmens (6 wins 205) Samuel Pretscherer (1 win 192) Cole Zeller (161) Noah Gordon (129) Kai Aiello (118) Dustyn Davis (110) Colton Aeck (109) Zachary Kerling (89) Cody Simpson (57) Jackson Glathar (45) AMA U.S. HARD ENDURO Trystan Hart (250/5 wins) Will Riordan (194) Cody Webb (193/1 win) Ryder LeBlond (190/2 wins) Kawelo Huddy (144/1 win James Flynn (127) Ryder Guest (123) Kamakana Waiwaiole-Kahalepuna (118) Braxton Hintze (103) Quinn Wentzel (101) AMA ENDUROCROSS Jonny Walker (141 10 moto wins) Trystan Hart (141 7 moto wins) Ryder LeBlond (108) Cody Webb (106) Colton Haaker (105) Max Gerston (89) Tim Apolle (84) Branden Petrie (78) Braxton Hintze (74) Cooper Abbott (68) 1W. Rachel Gutish JDAY OFF-ROAD Justin Cokinos (264/4 wins) Brandon Gregoire (263/6 wins) Brayden Nolette (228) Jiggs Fustini (199/1 win) Taylor Beckwith (168) Jake Abbott (139) Kyle Rougeau (137) Shane Czelazewicz (127) Matt Webb (109) Grady Hall (84) ISDE GOLD Jonathan Girroir 10th oa WT Grant Davis E2 11th oa JW Dante Oliveira 13th oa WT Cody Barnes 22th oa WT Josh Toth 39th oa WT Jones Cooper 44th oa JW Oliveira Mateo 55th oa JW Brandy Richards 100th oa WWT Korie Steede 108th oa WWT Rachel Gutish 117th oa WWT Thorn Devlin 2nd Club Brody Johnson 7th Club Layton Smail 11th Club Cole Whitmer 12th Club Jaden Dahners 13th Club WEST HARE SCRAMBLES Mateo Oliveira 3 wins 147 Ryder Thomaselli 111 Zane Roberts 1 win 105 Jaden Dahners 1 win 102 Cole Zeller 97 Colton Aeck 97 WORCS Dare Demartile 5 wins 211 Tyler Lynn 4 wins 208 Hayden Florez 110 Ryan Surratt 98 Giacomo Redondi 74 US SPRINT ENDURO Liam Draper 399 4 wins Cody Barnes 348 2 wins Grant Davis 347 Craig Delong 259 Johnny Girroir 230 6 wins Gavin Simon 225 Toby Cleveland 220 Joseph Cunningham 196 Cooper Jones 170 Collier Martinez 168 1W. Korrie Steed See you next time! –Ron Lawson The post RIDING THE 2026 TRIUMPH TF450-X–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Dirt Bike Holiday Gift Guide: Top Gear for Every Rider The Dirt Bike Magazine staff knows that it can be difficult to find that perfect gift for the two-wheeled fanatic in your family. So, for the 2025 holiday season, we teamed up with popular powersports-industry companies to compile a list of possible gifts to help you find something perfect for that special enthusiast on your list. DENAGO POWERSPORTS MX & MX1 Designed to deliver authentic riding experiences without needing to operate a manual clutch, the MX model uses a fully automatic transmission, while the MX1 model has an auto clutch with a four-speed gearbox. Both feature electric starting, disc brakes, adjustable suspension and keyed ignition, and are powered by reliable 107cc OHC engines backed by six-month parts-and-labor warranties. Color-matched CNC-aluminum brake-reservoir caps, chain-adjuster blocks and folding/adjustable levers are standouts in this class. Six colorways are available. Price: $749–$899 Contact: www.denagopowersports.com MX-TECH COMPLETE SUSPENSION MX-Tech is a small company of motorcycle enthusiasts based in the USA that was born out of a passion to make suspension safer and more durable with precision tuning capabilities. The MX-Tech premium setup features the National shock with 49mm complete forks available in two uniquely different versions of closed-chamber cartridges. The Blackjack is for SX and MX, and the Raven is for hard enduro and enduro; either version can be used for off-road depending on your settings. The National shock is a true performance shock. The adjusters are very responsive, they include Ti hardware, are low friction and easy to service. The body tube and reservoir are both Kashima-coated, while the oversized shock shaft is DLC-coated. A mechanical preload adjuster is also available. Price: $6939 Contact: www.mx-tech.com ASV HOLIDAY PRO PACK ASV Inventions is proud to announce the return of its legendary Holiday Pro Pack, available exclusively through participating brick-and-mortar dealers this holiday season. The Pro Pack includes a forged-aluminum brake and Pro-model clutch lever that features an ASV-designed Pro perch with ASV rotator clamp, dust cover, on-the-fly cable quick adjust and sealed bearings at the perch pivot point. Price: $225 Contact: www.asvinventions.com EXCEL ONE RIMS Excel One rims were developed for enthusiasts and weekend warriors looking for a good value. Ideal as OEM replacement rims, Excel One is an economical alternative to premium Takasago and Excel A60 rims. Available in 21×1.60, 19×1.85 and 19×2.15 sizes. Price: Starting at $129.95 Contact: www.rkexcelamerica.com ARAI HELMET VX-PRO4 Arai’s VX-Pro4 is designed for MX, enduro and off-road use. Just as in every Arai helmet, the basic and simple organic shell shape is based on the R75 shape concept—a visual demonstration of Arai’s commitment to maintaining shell integrity and real-world impact performance. Price: $759.95 Contact: www.araiamericas.com TWIN AIR MAINTENANCE KIT Keep your air filter clean and you’ll keep your engine running at top power and lasting longer. The Twin Air system is the solution. This kit includes everything you need in a sturdy storage box with carrying handles—cleaning tub, oiling tub, dirt remover, liquid power filter oil and Twin Air contact cleaner. Price: $135.95 Contact: www.dominuscorp.com HYPERLITE FULL-COVERAGE SKID PLATE Designed to bolt directly onto 2019–2025 Honda CRF250F air-cooled models using OEM hardware, the Hyperlite full-coverage skid plate with linkage protection is constructed from 5mm-thick high-strength plastic and weighs just 1.5 pounds. Available in both red and black at no extra cost. Price: $59.95 Contact: www.hyperlitemoto.com KAYO MOTORCYCLES Kayo pit bikes and dirt bikes make a perfect holiday gift for riders of all ages. With models ranging from 60cc up to 250cc, there is a Kayo designed for every skill level. All Kayo pit bikes feature off-road-specific knobby tires, electrics-start four-stroke engines, hydraulic brakes and frame-mounted kickstands. Kayo’s focus is to build affordable, reliable products people can have fun on. Price: Starting at $1099 Contact: www.ridekayo.com BOLT MOTORCYCLE HARDWARE TRACK PACK Available in universal or model-specific arrangements, Bolt Track Packs are designed to contain the hardware riders need and replace most often. Each kit contains M5, M6 and M8 flange bolts, flange nuts, metal locking nuts, T-nuts, washers and screws in a convenient plastic carrying case. Designed for Japanese and European MX and off-road bikes. Price: Starting at $16.99 Contact: www.boltmotorcyclehardware.com MOTION PRO TI COMBO DRIVE T-HANDLE Constructed using a titanium-alloy shaft and handle that are precision TIG-welded for durability, the Motion Pro combo drive T-handle features two 1/4-inch drives with a 44 lb-ft torque rating and one 3/8-inch drive with a 48 lb-ft rating. It’s ideal for bodywork hardware, triple-clamp pinch bolts and control adjustments. Price: $99.99 Contact: www.motionpro.com BARNETT DIRT DIGGER CLUTCH Barnett Dirt Digger high-performance clutch kits feature clutch plates made with Barnett’s exclusive carbon-based C22 or Kevlar K22 friction material, tempered-steel drive plates and heavy-duty springs. Dirt Digger kits are designed for stronger, more positive engagement and more oil flow for increased clutch life. Price: Starting at $100 Contact: www.barnettclutches.com KOVE 450 RALLY Designed from the ground up to be lightweight, agile and off-road-capable, the Kove 450 Rally Pro is rally-bred, not just rally-inspired. Features include a 449cc DOHC fuel-injected engine, steel semi-perimeter frame, three separate fuel tanks, tool-less air-filter access, high-intensity LED headlights, aggressive knobbies and fully adjustable Yu-An suspension. Price: $9499 Contact: www.kovemotousa.com B’LASTER PRODUCTS B’laster’s new line of Power products is designed to keep your bike running great and looking good. Chain cleaner and lube use B’laster’s ProStraw with Control Flow Technology for precise application. Air-filter cleaner and oil help stop dust and dirt from ruining your engine. Mud B’laster makes washing easy—spray it on and watch mud drip away. Finish with Factory Shine to bring plastics back to life. Price: $10.99 and up Contact: www.blasterproducts.com MAXIMA PRO PLUS FOUR-STROKE OIL Pro Plus+ is a full-synthetic, ester-fortified four-stroke engine oil designed to deliver superior protection at any temperature—from cold starts to race heats. It offers excellent clutch feel and unmatched clutch protection. The shear-stable formula maintains viscosity under extreme stress, while advanced additives minimize oxidation and wear. It exceeds API SN Plus and JASO MA2 standards. Price: $15.99 (10W-30 and 10W-40), 33.8 ounces Contact: Your local dealer or www.maximausa.com TWISTED ENGINEERING HANDLEBARS Made in the USA, the Twisted Engineering Composi-Flex handlebar is designed to flex in all directions, helping reduce arm pump, fatigue and blisters while absorbing shock and vibration without added weight. Durable construction prevents breakage in a crash and uses no external parts that wear out. Available in four flex levels and three popular bends. Price: $499 Contact: www.twistedengineering.com GIANT LOOP ZIGZAG HANDLEBAR BAG Giant Loop’s smallest bag, the Zigzag handlebar bag, works like a dirt bike glove box. It’s ideal for carrying a wallet, phone, registration/insurance cards and other small essentials. Made of military-spec materials, it includes an internal mesh zippered pocket and offers 1.5 liters of storage. Backed by a limited lifetime warranty. Price: $55 Contact: www.giantloopmoto.com MOTOREX OIL CHANGE KIT Motorex all-in-one oil change kits for Honda, Yamaha and Kawasaki four-strokes conveniently include a high-quality oil filter, OEM-spec crush washer or O-ring, and the exact amount of oil for each application. Each kit comes with JASO MA2-rated fully synthetic engine oil. Take the guesswork out of oil changes. Price: $29.00 Contact: www.motorexusa.com USWE OUTLANDER MOTO 4L The Outlander Moto 4L is the slim king of USWE hydration packs. It carries a 3-liter (100-ounce) Elite hydration bladder with Slide-Seal top and features USWE’s patented No Dancing Monkey four-point harness for a 100-percent bounce-free fit. The stretchy harness allows a tight fit while still letting you breathe and move freely. Price: $129.99 Contact: www.uswe.com MITAS TERRA FORCE-MX SM Designed specifically for motocross, the Mitas Terra Force-MX SM front and rear tires feature a tread and carcass tuned for soft-to-intermediate terrain. The Terra Force-MX line is the result of MXGP and U.S. Supercross development. Also available in 50cc, 65cc, 85cc and Supermini sizes. Price: $54.95 and up Contact: www.mitas-moto.com NITROMOUSSE PLUSHIE FOAM INSERT The Nitromousse Plushie foam insert is specifically made for slow, tight, technical extreme-enduro riding. It’s designed to mimic the feel of a tube at 6–8 psi while being completely flat-proof. Top pros like Cody Webb, Destry Abbott, Cooper Abbott and Quinn Wentzel rely on them. Price: $134.95 each (includes one tube of Nitrolube) Contact: www.nitromousse.com KOVE 800X RALLY The new Kove 800X Rally is an adventure bike designed to feel more like a roost-throwing dirt bike than a road-focused ADV machine. It features a 799cc DOHC parallel-twin engine making 95 horsepower and a curb weight of only 364 pounds—70–100 pounds lighter than most competitors. It has a 5-gallon tank, ABS and Yu-An suspension components tuned for the 800. Price: $12,999 Contact: www.kovemotousa.com SEAT CONCEPTS ELEMENT COMPLETE SEAT The Element seat provides all the benefits of Seat Concepts’ Comfort line with added perks. Four traction ribs at the rear keep you firmly planted, and the cover is made entirely from gripper material. Each seat is seam-sealed internally and uses a water barrier on the foam to keep moisture out. Price: $359.99 and up Contact: www.seatconcepts.com SCORPION EXO XT9000 The Scorpion EXO XT9000 offers exceptional visibility and lightweight comfort in a hand-crafted 3K carbon-fiber shell designed for superior strength and impact dispersal. Available in gloss or matte finish and multiple graphic options. Shown with an optional Ruby mirrored shield. Price: $554.95 Contact: www.scorpionexo.com ALUMA TANDEM AXLE TRAILERS With an 81×192-inch bed, the 8016 tandem-axle trailer from Aluma offers plenty of room for hauling. Built for wider loads, it features a 75.5×60-inch bi-fold tailgate and removable fenders. Fender steps, tongue handle and receptacle holder are standard. Price: $10,373 Contact: www.alumaklm.com MX CHAMP A90 CARBON MATRIX WHEELSETS MX Champ A90 Carbon Matrix wheelsets are designed as OEM replacements in a variety of color combinations for most popular MX and off-road models. Each set uses aircraft-quality aluminum that is heat-treated for durability, 6061-T6 hubs with five-axis CNC machining, NSK bearings, wheel spacers, stainless spokes and 7075 heat-treated aluminum nipples. Price: $849.95 Contact: www.mxchampusashop.com FMF TURBINECORE 2.1 The FMF TurbineCore 2.1 uses the exclusive Turbine Dampening System and is USFS-legal for two-strokes. Its straight-through spark-arrestor canister design and stainless-steel end cap deliver strength, durability and track-/trail-proven performance. It’s the number-one spark arrestor in the world. Price: $269.99 Contact: www.fmfracing.com MOOSE RACING GOGGLES Moose XCR goggles keep your vision sharp with anti-fog, scratch-resistant lenses and a wide viewing port. A ventilated frame, moisture-blocking seal and removable nose guard protect against dirt and sweat. Available in four colors and supplied with both tinted and clear lenses. Price: $39.99 Contact: www.moose-offroad.com KOVE MX250 The Kove MX250 balances affordability and performance so riders don’t have to spend a fortune to have fun. The DOHC, 249cc fuel-injected engine offers multiple EFI maps and delivers 37.5 horsepower through a six-speed transmission. A steel main frame and fully adjustable suspension help keep dry weight down to 237 pounds. Price: $5999 Contact: www.kovemotousa.com SCALVINI FACTORY WORKS CONE PIPE Scalvini’s two-stroke Factory Works pipes are hand-assembled, cone by cone, for performance and style. Each cone is hand-cut, shaped and welded to exacting standards. Pipes feature a CNC-machined exhaust flange, Scalvini ID tag and double-walled mounting brackets. Available for most popular two-stroke models. Price: Contact for pricing Contact: www.motomandistributing.com HYBRID MOTO RACK BY CCR SPORTS The Hybrid Moto Rack secures nearly any two-wheeled recreational vehicle. It mounts to pickup bulkheads, van partition walls, van seat bases or trailers using dedicated mounts. Constructed from 6063 aircraft-grade extruded aluminum with textured black powdercoat, it features heavy-duty tie-down loops, an exclusive X-nut fastening kit and Moto Vise wheel chocks with adjustable width. Price: $299.99 (free shipping) Contact: www.ccrsport.com MAXXIS MX-SI MOTOCROSS TIRES Developed with seven-time Supercross champion Jeremy McGrath, the all-new Maxxis MX-SI tires deliver the line’s best traction for soft terrain. The new tread pattern and compound provide consistent grip in rough conditions and under acceleration, while the redesigned front pattern improves lean-angle grip, stability and predictability. Price: $97 (80/100-21 front); $117 (120/80-19 rear) Contact: www.maxxis.com ALPINESTARS M3 YOUTH HELMET The all-new SM3 youth helmet from Alpinestars is anatomically engineered for younger riders and optimized for MX, enduro and off-road use. It incorporates technologies from Alpinestars’ adult helmets to deliver performance, protection and comfort. Available in multiple colorways, including limited editions. Price: $289.95 Contact: www.alpinestars.com KOVE 800X PRO The new Kove 800X Pro aims to shake up the adventure-bike market with a blend of lightweight off-road capability and on-road comfort. It features a 799cc DOHC parallel-twin engine producing 95 horsepower and a curb weight of only 408 pounds. It includes a 5-gallon tank, three ride modes (Eco, Sport, Rain), ABS and Kayaba suspension. Price: $10,999 Contact: www.kovemotousa.com PRO CIRCUIT WORK APRON Style and function meet in the Pro Circuit work apron. It protects clothes from oils and grime while offering front pockets for parts and tools. Featuring a white Pro Circuit checkered-flag design on durable black fabric, the apron includes adjustable waist and neck straps to fit most users comfortably. Price: $28.95 Contact: www.procircuit.com 2026 FXR REVO ALPHA GEAR The FXR Revo series is built on years of athlete input and development. Revo gear delivers comfort, durability and freedom of movement for riders at every level. The Alpha collection refines that foundation with premium materials, race-proven fit and bold graphics. Price: $89.99 (jersey); $229.99 (pants) Contact: www.fxrracing.com MOLECULE MOTORSPORTS SKID PLATE Made in the USA, Molecule Motorsports skid plates are thermoformed from billet UHMW. This lightweight material has superior wear properties compared to aluminum and carbon steel and is self-lubricating, helping the bike slide over obstacles. Stainless hardware is included. An optional one-piece linkage guard with damper pad offers maximum protection. Available for most popular off-road models. Price: $129.99–$399.99 Contact: www.moleculemoto.com FISCH MOTO YZ250 ELECTRIC STARTER Fisch Moto now offers an all-in-one bolt-on electric-start conversion kit for the Yamaha YZ250 (2003–2025) and YZ250X (2016–2025). Using the OEM flywheel, this kit lets riders start with the push of a button and eliminates the need for a kickstarter. It adds just 9.6 pounds including the battery. Price: $1090 Contact: www.fischmoto.com JD JETTING FUEL-INJECTION TUNER Dyno- and field-tested, the JD Jetting Power Surge 6X fuel-injection tuner lets riders easily adjust fueling for changes in climate, race fuels or engine mods. It mounts to the bike and allows quick fuel adjustments—adding or subtracting fuel from the injection system in seconds. Price: $261.95 Contact: www.jdjetting.com SCOTTS PERFORMANCE STABILIZER SYSTEM The Scotts steering stabilizer is a compact, fully adjustable hydraulic damper that mounts above the handlebar clamp. It helps control the left-to-right front-end movements known as “headshake.” Scotts offers kits for most popular dual-sport and adventure bikes. Price: Contact for pricing Contact: www.scottsonline.com ODI NOMAD LOCK-ON GRIPS ODI’s Nomad lock-on grips use D3O vibration- and impact-absorbing material and were developed with off-road riders in mind. The medium-diameter grip uses finger-traction points so you can hold on with less effort, while the D3O material minimizes shock and vibration. Available in six color combos and made in the USA with a 100-percent slip-free guarantee. Price: $39.95 Contact: www.odigrips.com GBRAKES PADS GBrakes’ 69, 70, 72, 75 and 76 Series pad compounds bring new levels of braking reliability and performance to dirt and dual-sport bikes. Made with NRS technology—a matrix of steel-bonded hooks that fuse the compound to the backing plate—they prevent separation, lifting edges and vibration. Free from nickel and copper. Price: $38 Contact: www.gbrakes.com TREAD DOCTOR The Tread Doctor from Hardline Products is a heated tire-cutting tool that lets users cut new edges on worn knobs or groove a tire for custom patterns. It can extend tire life and give backyard tuners more control over traction. Price: $64.99–$89.99 Contact: www.hardlineproducts.com FCP RACE CUPS Reversible headset cups—also known as offset steering races—from Factory Chassis Parts allow riders to rake in or rake out the front end, changing head-tube and fork angle by 20 minutes (1/3 degree). This can drastically improve handling and alter wheelbase and geometry. Used in SX and outdoor MX by riders like Freddie Noren, Bubba Pauli and Grant Harlan. Available for Kawasaki, Yamaha and Honda, with KTM-group models coming. Price: $589–$599 Contact: www.fcpracing.com RIDE ENGINEERING Ride Engineering’s 23.5mm offset triple-clamp system for 2023–2026 KTM, Husqvarna and GasGas 125–450cc models is designed to improve overall handling and comfort through increased stability. It’s available with a one-piece anti-twist handlebar mount and in multiple color options. Price: $799 (triple clamp); $99 (bar mount) Contact: www.ride-engineering.com SIDI X POWER SC BOOTS The Sidi X Power SC boots are purpose-built for off-road use and crafted to handle tough terrain. They offer a unique combination of durability, comfort and advanced protection in a lightweight package. Available in five colorways and sizes from 4.5 to 15. Price: $399 Contact: www.helmethouse.com SLAVENS RACING TWO-STROKE CYLINDER HEAD Slavens Racing two-stroke performance cylinder heads for KTM, Husqvarna and GasGas 250/300s are machined from solid 6061 T6 aluminum and offer improved performance, reliability and fuel economy. They’re one of the best bolt-on mods you can buy. Each complete head includes a cap with improved strength and factory-anodized appearance, plus a combustion-chamber insert that is interchangeable to tailor power delivery. Price: $320 Contact: www.slavensracing.com The post The Ultimate 2026 Dirt Bike Holiday Gift Guide appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TM motorcycles are back in the U.S., and we were delighted to get a 2026 MX450Fi for our upcoming 450 shootout. We have a long history with TM motorcycles going back over 30 years and we were bummed when the previous importer packed up and moved back to Europe two years ago. Now, Cam Mitchell of 71 PowerSports has taken up the job. Sean Foos on the 2026 TM 450Fi. TM isn’t like any other company. It’s a family owned business out of Pesaro, Italy and isn’t a subsidiary of any larger company. All the motorcycles are hand-made–you can tell when you look at the welds on the aluminum frames that no robots are involved. Accordingly, that makes them more expensive than most other bikes. For 2026, 71 Powersports is taking orders for custom built bikes. You choose the bits and parts you want and then a bike is built in Italy and air-freighted in. The TM 450 has a base price of $12,299. The Corse Edition livery is another $1600. For our shootout we would have preferred a base model of the 450, but we had to take what was already here in the U.S. That happened to be the bike that came over for Stuart Edmonds to ride in the Motocross of Nations for Ireland. It was a Corse Edition, which has a number of high-end parts in addition to various non-production items that Edmonds bought with him from Ireland. Afterward, the bike went to Get Dirty Dirt Bikes where Dave Turner replaced all the bodywork and made it into something a real-world customer could order. The base price of the 450 is $12,199, and the Corse livery adds another $1600. That includes upgrades to the brakes, fork clamps, chain guide and engine cases. Our test bike came with Bridgestone tires. The 450 is already a fairly exotic motorcycle. It has the fuel tank located under the seat and the airbox on top. The fork is a KYB while the shock is made in-house by TM. The front brake is a Brembo and the rear brake is a Nissin. The EFI system is by a company called eMoticom. Our last TM 450 test was way back in 2013. That bike had the fuel tank in the traditional location but it did have electric start and EFI. You can see that the current bike is an evolution of that one. TM isn’t a company to throw away an entire motorcycle and start over. The last TM MX450 we had for an official test in the pages of Dirt Bike was back in 2013. When you ride the 2026 TM, it isn’t like any other bike on the track. It has a combination of old-school power delivery with modern output. Right off the bottom it’s a beast and puts out enough torque to go head to head with anything in the class. As it climbs, it does have kind of an old world feel as if it’s turning a lot of flywheel mass. It peaks out with output that’s typical of most of today’s 450s, but when it’s done, it’s done. This isn’t a bike that likes to be over-revved. On the Pro Circuit dyno, the TM MX450Fi produces 55.6 hp @ 9700 and 34.4 ft-lb @ 7200 rpm. Another distinctive trait is the sound. For bystanders, it isn’t that different from any other 450, but from the rider’s perspective it has a sort of howl. With the intake pointing up, you can hear air rushing into the motor. The rider layout is spread out. This is a large motorcycle and not especially light. On our scale it’s 241 pounds with the fuel drained. It’s an even 10 pounds heavier than the Yamaha YZ450F, but only a couple of pounds more than a Kawasaki KX450. In overall handling, we consider it a very stable motorcycle. This is remarkable because the rear suspension is stiffer than the front, giving it a nose-down feel. If a Pro were to race the TM, he would probably want to make the fork stiffer to balance things out. For the average guy, the shock should probably be softer. In the shootout, the TM never sat for long. It was clearly a bike that generated a great deal of interest and no one came back with a negative attitude. To check out our 2026 450 MX Shootout and see how the TM stacked up against the others, check out our Youtube channel next week or hang out at the newsstand for the February, 2026 print edition of Dirt Bike. See you next time! –Ron Lawson The post RIDING THE TM MX450Fi: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Dear Mr. Know-It-All, My friends call me “Movie Magic” Aaron, and my fiancé said it was okay, so I just picked up a 2025 KTM 300XC-W two-stroke, and I’m hitting singletrack trails here in Oregon that have rocks, roots and logs. You know, all the gnarly stuff with my riding buddies “Ouchy” TJ and “Dual-Sport” Daryl. This is the first time I have owned an off-road-specific two-stroke model, so I am a little out of my element here. I love the new bike, but the stock suspension is beating me up, and I just don’t have confidence in my setup like I have in the past with my other trail machines. What can I do to make the ride more compliant, confidence-inspiring and add some additional rider comfort? Any help would be greatly appreciated! Movie Magic Aaron via mrknowitall@hi-torque.com Movie Magic, congrats on scoring the fresh 300 two-smoker, a singletrack shredder if there ever was one! The crew at Slavens Racing sets up trail machines like yours for this exact application all the time, so we asked Alec Morefield to point us in the right direction. Working in steps and covering all the bases is the best way to tackle a suspension issue were the first words out of his mouth. Here are the steps they go by, according to Alec: STEP 1: Get The Correct Spring Rate Start with proper spring rates for your weight and always do both ends. Swapping just the shock spring or fork springs alone throws your bike’s balance off, making it handle like a shopping cart with one bad wheel. Your bike WP XACT closed-cartridge forks and PDS rear shock are adjustable, but stock springs often mismatch your weight or riding style. At Slavens, our spring rate chart nails the perfect setup—whether you’re 150 or 250 pounds with gear, we’ve got the right springs for your ride. If the charts don’t do it for you, you can always give us a call. Proper springs let the suspension ride appropriately in the stroke. They keep the bike more balanced under braking and from getting out from under you when you’re on the bike. STEP 2: Kick it Up With K-Tech Want more than springs? Kick it up a notch with K-Tech fork piston and shock piston kits available at Slavens. The stock WP setup struggles with low-speed impacts like roots and can fade in rocky sections. K-Tech’s piston kits improve damping, making the suspension smoother over chatter and more controlled on big hits like logs. The fork piston kit boosts mid-stroke support, preventing dive on steep descents, while the shock piston kit enhances traction, keeping your rear wheel hooked up over roots. This affordable combo delivers a predictable ride, letting you charge technical terrain with confidence. We supply the K-Tech kits at Slavens. We highly recommend having the K-Tech kits installed by a suspension expert with the specialized tools and experience needed. STEP 3: The Mack Daddy Setup For the ultimate setup, go all in with MX-Tech, the mack daddy of suspension upgrades. MX-Tech offers drop-in fork cartridges, complete fork assemblies, and the National shock, a full rear-shock replacement. Their fork cartridges or assemblies with our Slavens Mule valving provide plush initial travel for small bumps and progressive damping for big hits, transforming your WP forks into trail-taming beasts. The Slavens Mule National shock with their Huck valve delivers unreal traction and control, letting you crawl logs or blast rock gardens without getting your butt kicked. This is pro-level, top-of-the-line gear that totally transforms your ride. MX-Tech’s precision paired with Slavens’ Mule valving makes every adjustment count, and we have them set up for you out of the box for your skill and terrain. It’s an investment, but for confidence and comfort in the gnarliest conditions, nothing beats it. We’ve got the full MX-Tech lineup at Slavens. WRAP IT UP: The Slavens Racing Takeaway Start with springs for both ends matched to your weight using our spring rate chart. Maintain regular suspension service. For more compliance, grab K-Tech piston kits. For the ultimate ride, Slavens Mule MX-Tech cartridges or fork assemblies and National shock are unbeatable. Slavens Racing has all the suspension upgrade parts to make you ride more compliant and confidence-inspiring. 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 ULTIMATE TRAIL COMFORT: MR. KNOW-IT-ALL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

All right you holiday gluttons, it’s time to gorge yourselves. No, we’re not talking about turkey, we’re talking about the all-new 350cc two-stroke motocrosser from Beta on the cover of the November issue of Dirt Bike Magazine. And the stuffing inside the succulent pages of our latest, the 2026 Two-Stroke Buyer’s Guide, where you’ll find every last premix-burning dirt bike available for purchase in the U.S. in one place. Also find test rides on the 2026 Kawasaki KX450, the Kove MX250, BMW’s flagship R1300 GS Adventure, and the electric-powered Can-Am Origin, just for a touch of contrasting flavor on your plate. Gotta have that dollop of cranberry, right? So go put on the pants with the stretchy waistband and get ready for the meat sweats, because here’s everything that’s in our November issue. SUBSCRIBE TO DIRT BIKE MAGAZINE here and get one sent right into your mailbox every month. Or grab a digital subscription for only $9.99/year. ON THE COVER: The large-displacement two-stroke has been in hibernation since 2004. Now, the Beta 350RX has brought an era back to life. Photo by Ron Lawson. Throttle by Pete Murray. BIKES BETA 350RX Once upon a time, giants trod the earth. Now, with the help of Beta’s genetic reconstruction laboratories, the Open-class two-stroke lives again. KOVE MX250 There’s a lot to unpack when it comes to testing any product from China. What do you say we set all that aside and go riding? KAWASAKI KX450 There’s a long list of things the Kawasaki KX450 isn’t. It’s not the lightest, fastest or least expensive bike in the 450 class. But, it is still among the best. AJP SPR240 Pop quiz time: Point to Portugal on a map without names. We’ll give you a hint: it’s the same country that makes one of the weirdest yet coolest dirt bikes in Europe. ADVENTURE BMW R1300GS ADVENTURE There’s no dialogue about premium adventure bikes that doesn’t start or end with the BMW R1300GS Adventure. It’s right on the definitions page. THE GOODS Here’s where we get our to-pack list for any long adventure that includes dirt. CAN-AM ORIGIN Is it an adventure bike, a dual-sport bike or something that belongs in its own category? Join us while we try to figure out Can-Am’s new electric two-wheeler. PROJECTS & FEATURES PROJECT BIKE SPOTLIGHT Back in the early years of motocross, there was no KTM in the U.S. There was, however, a Penton. Here’s a tribute to the bike that John built. CAN-AM GLORY DAYS All race teams dream of a podium sweep in AMA Pro Motocross. Here’s a look back to when it actually happened and the men behind it all. HONDA CR125R PROJECT America loves the Honda CR125R. It’s an affair that started in 1974 and continues to this day, almost 20 years after the bike ceased production. THE ROCK MAN AND THE LEGEND Malcolm Smith, Jim O’Neal and Tom Webb. When you take legends like those and mix in a little Baja chaos, you have a classic story from the past pages of Dirt Bike. TWO-STROKE BUYER’S GUIDE Every year we hear that two-strokes are being ignored, yet every year we add more pages to the “Two-Stroke Buyer’s Guide.” This year we have photos, information and prices on the most diverse group ever. PRO MOTOCROSS: IT’S A WRAP! The outdoor National motocross series is now the meat between one slice of Supercross and another slice of the SuperMotocross Playoffs. Here’s how it went down at Budds Creek. DEPARTMENTS SADDLE A brief history of the universe and Dirt Bike Magazine MR. KNOW-IT-ALL November 2025 The post WHAT’S INSIDE? DIRT BIKE MAGAZINE NOVEMBER 2025 ISSUE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

BEHIND THE SCENES DURING THE 2026 450 SHOOTOUT There’s never been a year quite like this. We have 12 450 motocross bikes available in the U.S. for 2026. The four Japanese makers and the three Austrian brands have been joined by TM, an Italian company that has been without an importer until now. Then we have the newcomers: Beta, Triumph, Ducati and Chinese upstart Kove. Dirt Bike has tested all of these bikes individually with the exception of the Ducati and the TM, but there’s nothing that brings it all into focus like getting them on the track at the same time. We also weigh each bike (without fuel) and test them on the dyno. It’s a very big project and it’s still underway. Here’s a preview. The post 2026 450 MOTOCROSS SHOOTOUT PREVIEW – VLOG 40 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

There’s never been a year like this. We are in the middle of a 12-bike 450 motocross shootout and so far so good. We’ve heard it said that it’s impossible to test 12 bikes in one day. That’s absolutely correct. That’s why we wouldn’t even try. This has been days, weeks and months in the making. In some cases, we’ve been riding these bikes for over a year. Five of them are completely unchanged from last year’s 450 shootout. Three others have minimal changes. The Yamaha and Beta have more substantial changes, but we have a fair amount of time on both as well as the new Kove MX450. The Ducati has an MSRP of $11,495 plus “potential tariffs.” The newest bike is the 2026 Ducati Desmo450. We have just enough time on the bike now to have a feel for it going into the shootout. Here’s what we know so far. In power output, the Ducati’s strongest zone is in the middle and top. It’s a little sleepy down low, but it really catches up fast. On the Pro Circuit dyno, it peaks out at 57.3 hp @ 9300rpm. That’s respectable–only the KTM-powered motorcycles and perhaps the Yamaha are substantially more powerful. For a look at the Desmo450 from a technical perspective, check out our “Desmo For Dummies” feature. Measured on the Pro Circuit Dyno. The standard map is in red. Best of all, it runs clean throughout the power curve. There are no hiccups or coughs and we never stalled it. At the very bottom, it has some on-or-off jerkiness, but you only notice it in super tight, low-speed sections. There are two maps available on the fly and most riders felt it ran best in the standard map. On the well-prepped tracks we’ve ridden so far, it was difficult to get positive feedback from Ducati’s traction control system, which is said to be more advanced than anything yet seen in the off-road world. More testing in varied conditions will be needed to see if it is, in fact, something different. To read more about the Ducati from a technical perspective, go to our Desmo For Dummies feature. In overall handling, the Ducati isn’t far from mainstream 450s. It turns extremely well once you commit to the turn. But, the stock fork settings (10r, 10c) are soft for most riders. Initially we were reluctant to increase compression damping because it already had a harsh feel in front. Most of that is superficial, though. The seat is hard and the front half of the frame is rigid. It still works better with more compression up front. Interestingly enough, the rear half of the frame isn’t especially rigid. On the track, the Ducati feels narrow and fairly light. It tips the official Dirt Bike scale at 234.5 pounds without fuel. How does that stack up to the others in our shootout? Here are all the weights as measured on the same scale with all fuel drained: GASGAS MC450: 229 lb. HUSQVARNA FC450: 229 lb. KTM 450SX-F: 229 lb. YAMAHA YZ450F: 231 lb. KOVE MX450: 234 lb. TRIUMPH TF450RC: 233 lb. HONDA CRF450R: 237 lb. BETA 450RX: 237 lb. KAWASAKI KX450: 239 lb. SUZUKI RM-Z450: 239 lb. TM MX450FI: 241 lb. Pete Murray on the 2026 Ducati Desmo450. There are only a few complaints that surfaced. One is strong engine braking. With some of the other bikes, this is adjustable though a smartphone app. Ducati offers that, but you have to purchase the connectivity unit as an accessory. It also has a tiny fuel-filler and the Pirelli tires were no one’s favorite. The real test for any new motocross bike, as always, comes when you compare it to the bikes we know well. That stage is coming next. We do know this; Ducati did well considering this is a first-year effort from a company that has never previously shown interest in motocross. Ducati is, however, quite interested in racing, and that’s doubtlessly the driving force behind this project. Stay tuned. The full 12-bike shootout is coming soon. See you next week! –Ron Lawson The post FIRST RIDE: DUCATI DESMO450–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

MX REVIVAL DREAM BUILDS https://youtu.be/LtqbFaBnY0g The post TWO STROKE PARADISE- DIRT BIKE VLOG 39 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

BETA RS500 FOR 2026  After skipping a year, Beta is back in the dual-sport business. The bureaucratic hurtles required for clearing U.S. emissions and DOT requirements are many, and getting the 500RS approved took longer than expected. The good news is that performance has not suffered any ill effects, and the Beta is still on top of the game. But, when setting up a new RS, there are a few secrets to getting the best results. Join us as we unlock the beast inside. The post 2026 BETA RS 500 TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM today revealed its 2026 Supercross and SuperMotocross team as well as its half-year model Factory Editions. The official press release follows: Eli Tomac made it official; he is now a member of the Red Bull factory KTM team. A reenergized Red Bull KTM Factory Racing team has formally been launched at RD Field – the official testing grounds of KTM North America, Inc. – today, where returning riders Aaron Plessinger and Julien Beaumer were introduced alongside newcomers Eli Tomac and Jorge Prado, who will collectively form the Orange Brigade lineup for the 2026 SuperMotocross World Championship (SMX) season. Aaron Plessinger will return to KTM for the 2026 SuperMotocross season. Plessinger (#7), Tomac (#3) and Prado (#26) will each be equipped with the latest generation KTM 450 SX-F FACTORY EDITION – also officially presented to media this morning – in the 450 Class across AMA Supercross, Pro Motocross and the SMX post-season, while Beaumer (#13) has the new KTM 250 SX-F FACTORY EDITION at his disposal in the 250 division. Jorge Prado will be joining KTM. Previously confirmed in May, fan favorite Plessinger, 29, is remaining with Red Bull KTM through 2026, entering a fifth-straight term together and it’s one that the Ohio native is eager to make count. After achieving five podiums in 450SX this season, including a second-career Main Event victory in Foxborough, ‘The Cowboy’ continues to excel on SMX’s biggest stage. The 2026 1/2 KTM 450SX-F Factory Edition Joining Red Bull KTM Factory Racing for 2026 will be legendary 32-year-old Tomac, who arrives as one of the most decorated athletes in the sport’s history with four 450MX championships and two 450SX crowns to his name. Based out of Cortez, Colorado, he ranks second on the all-time Supercross premier class career wins list (53) and fourth outdoors (32), firmly establishing himself among the greats of SMX. He stood on top of the 450SX podium in San Diego this year prior to having his indoor campaign cut short, before recovering to finish third overall in both 450MX and 450SMX to complete the 2025 season. Notably, Tomac was also a graduate of the KTM Junior Supercross program at Phoenix in 2001. JuJu is back! Making a welcome homecoming to KTM in 2026 is four-time FIM Motocross World Champion Prado, the internationally credentialed Spaniard that previously made his mark with the group by winning a pair of championships in both MXGP (2023-2024) and MX2 (2018-2019). After first debuting in Supercross during 2024 with four 450SX appearances and claiming a career-high of P7, the 24-year-old enters the new year motivated to further define his career in the U.S. with Red Bull KTM Factory Racing. Headlining the team’s 250 Class program as the sole representative next season is Beaumer, the teenager preparing for his third year with Red Bull KTM. At 19, Arizona prospect ‘JuJu’ claimed the AMA 250SX Rookie of the Year honors in 2024 and recorded a breakout first Supercross victory in San Diego on his way to second in the 250SX West standings this year but was injured during the SMX post-season. He remains fully focused on his ongoing recovery and will return to competition upon regaining 100 percent fitness. Ian Harrison, Red Bull KTM Factory Racing Team Manager: “It’s that time of year again when we start preparing for the upcoming season with new riders and bikes. We are really excited to continue working with Aaron and Julien for another season, while we also welcome both Eli and Jorge into the team for 2026. This year started strongly for Aaron, and after spending an extended period on the sidelines, he is focused on getting back to where he was. We are all looking forward to having ‘The Cowboy’ back at the races with the team – he is chomping at the bit to get going. In addition, it is always interesting to bring in a rider such as Eli, who we have raced against over the last decade and we’ve always looked for ways to beat him, but now we are focusing on how we can support him to win. I am confident that our team and all of the riders will benefit from his experience and maturity. Jorge, on the other hand, had been in the KTM family for a long time with a lot of success in Europe prior to this past season. He trained alongside our team at the beginning of 2024, so for us it is an opportunity to have him back where he feels most at home, and to help him achieve his goals in the United States. ‘JuJu’ is doing all that he can in his recovery, so even though there is still a long way to go and we don’t expect him back until Pro Motocross, we know that he’ll be competitive once he’s in a position to do so, and we are supporting him every step of the way. Collectively, the team dynamic is really strong leading into the new year, everybody is quite familiar even if 50 percent of the rider lineup is new for next season. Right now, it’s time to keep our heads down and to keep progressing leading into Anaheim 1, and we will be ready to go racing together come January.” 2026 KTM 450 SX-F FACTORY EDITION / KTM 250 SX-F FACTORY EDITION The 2026 KTM SX-F FACTORY EDITIONs are ready to establish the reference point once more as the basis of Red Bull KTM Factory Racing’s sharp entry in the 2026 SMX World Championship. Equipped with its principal 2026 feature – new WP PRO COMPONENTS – riders will not find a more cost-efficient way to experience elevated, race-proven tech specs and premium performance. Beyond the ferocious power from the class-leading, mass-centralized, compact engines and the light, hydro-formed, laser-cut and robot-welded frames and hollow, die-cast aluminum swingarm, there’s race-bred detailing like CNC triple clamps, Brembo hydraulic clutch and Brembo brakes, ODI lock-on grips, wide, no-mud footrests, a Quickshifter, launch control and traction control. Not forgetting the Connectivity Unit Offroad (CUO) for even more set-up possibilities. Next, the components and tuning of WP PRO COMPONENTS Suspension is included as standard. The WP XACT PRO 7548 front fork and WP XACT PRO 8950 shock mean the ultimate in suspension system technology, offering substantial possibilities for personalization and adjustment. The 48 mm fork has a unique cone valve system (shim-less) with a 310 mm stroke and 23 mm piston diameter. Riders, depending on their size and ability, can choose between 15 different spring rates available at WP Authorized Centers. Compression, rebound and damping can be tweaked to the millimeter, and the CUO and the KTMconnect App can also help in this regard. Count on comfort, response and the best protection from ‘bottoming’. The shock has the same glut of options to prioritize traction and stability and works in succinct harmony with the fork and chassis behavior. In short, KTM is now offering ‘factory’ suspension in production trim and available to all. Careful engineering with the airbox, air filter and fuel injection along with collaboration with partner Akrapovič—who continue to deliver a lightweight titanium muffler—means increases to rideability while meeting the latest FIM and AMA sound regulations, without loss of the trademark KTM SX-F performance. The 2026 KTM SX-F FACTORY EDITIONs then benefit from the 2026 set of KTM PowerParts accessories. These serve as performance hikes to lose more weight or gain extra sturdiness as well as aesthetic touches. They include the following: In-molded race plastics and CUO/GPS unit ready front fender Connectivity Unit Offroad (CUO) WP Suspension factory start device Factory frame protectors (bi-composite orange/black) Factory Racing triple clamps in orange Ribbed SDV factory seat cover for better weight and better resistance Gray, soft ODI lock-on grips Semi-floating front brake disc and factory carbon disc guard Factory carbon skid plate Factory wheel set (black DID DirtStar rims, black spokes, orange hubs, orange nipples) Akrapovič titanium muffler Dunlop GEOMAX MX34 tires Orange Rear Sprocket and black engine mounts (black incl. cut outs) & Gold chain Hinson KTM Factory Racing outer clutch cover Finally, the finishing touches. KTM SX-F FACTORY EDITIONs would not be official without the very latest Red Bull KTM Factory Racing graphics and detailing. Choose from Tomac or Plessinger race numbers and smirk as the 2026 incarnations look the absolute ‘boss’ of any start gate. Other visual touches such as the orange 2026 FACTORY EDITION frame, black DirtStar wheels, orange factory seat are the markers of class. The 2026 KTM SX-F FACTORY EDITIONS will be available from KTM Authorized dealers from December 2025 onward. Next year’s SMX World Championship is scheduled to commence on January 10, 2026, at Anaheim 1’s Supercross season-opener, with the series set to span 17 rounds. Featuring 11 rounds, Pro Motocross takes off with the Fox Raceway National in Pala, California, on May 30, while the three-race SMX Playoffs and Final will take centerstage throughout September. The post KTM ANNOUNCES 2026 FACTORY EDITIONS & RACE TEAM appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

ALL NEW YAMAHA YE-01 ELECTRIC DIRT BIKE The post YAMAHA GOES ELECTRIC! (video) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

At one time the British Empire consumed 20 percent of the inhabited land mass on earth. We’re not pointing fingers, but it kinda looks like Triumph is quietly attempting to recreate that empire in the motorcycle world. The 2026 Triumph TF450-E marks the first expansion into the only two-wheel segment where Triumph had previously laid no claim—enduro. It will be imported as an off-road competition bike in the U.S. The 450 will have a 250cc little brother in that category, and there’s no hiding the fact that a dual-sport line is in the works. In the European Union, those models are already being sold with full Euro 5 compliance. They will have the option of competition kits to bring them up to the same state of tune as the U.S. dirt-only models. Triumph is still a long way from becoming a world-dominating empire, but they have established colonies outside of Great Britain. The TF450-E is assembled in a Triumph-owned-and-operated factory in Thailand. It comes out of the same plant as the TF450-RC and the TF250-X motocross bikes. According to Triumph, the bike could be made in any of the company’s five global factories with no change in quality. Triumph has equipped the TF450-E with more goodies than most off-road competition bikes, including a radiator fan, instruments, lights and a horn. Yes, a horn. BASE ELEMENTS Don’t let the headlight fool you. The U.S. version of the TF450-E is a race bike based on the 450 motocrosser introduced last year. If you want to slot it into a category, it belongs in the same class as the Honda CRF450RX, Yamaha YZ450FX, Kawasaki KX450X and KTM 450XC-F. Most of those bikes are a hair’s width away from being motocross bikes. The TF450-E is farther removed from its motocross roots than any of them, but it still makes enough sheer power that it would be right at home on a track. It’s simply a different kind of power. The motor uses a full-circle crank with 30 percent more inertia. The cam is different, the mapping is different and the pipe is different. The piston, valve size, compression ratio and combustion chamber, though, are essentially the same, but it has a six-speed gearbox. In the chassis department, the biggest departure from the MX bike is the swingarm, which is 10mm longer. Then, there are all the off-road specs that we have come to expect: softer suspension settings, an 18-inch rear wheel, increased fuel capacity, a kickstand and so forth. Two items that you don’t often see in this category are the 1450-lumen headlight and the radiator fan. Those features are more commonly seen on trail bikes. The bike also has a small odometer and, of all things, a horn. Usually, a headlight indicates that a bike is meant for trail riding. In this case, the TF450-E is a full-blooded racer, one that can be raced at night. If you don’t know much about the underlying motocross version, that’s understandable. That bike is still quite rare in the U.S. and hasn’t yet made a debut in AMA Pro Motocross. The motor uses a single-overhead-cam layout with a Dellorto throttle body, a Keihin injector and Athena software. The frame is aluminum with a central backbone, the suspension components are KYB and the brakes are Brembo, as is the hydraulic clutch. There are no re-invented wheels here. Triumph engineers say they looked at existing products in the dirt world and cherry-picked the features and components they liked best. Overall suspension setup for the Triumph’s KYB components is soft enough for trail riding, but it can be adapted for racing. MEET US IN THE HIGH DESERT Triumph decided to give the U.S. press its first taste of the bike at a mass introduction in the high-desert area of Southern California. At first that struck us as weird; there are no deserts in the British Isles. After riding the bike, we understood. The TF450-E is made with that terrain in mind, such as wide-open spaces, steep hills and deep sand. All that stuff demands lots and lots of power, and the TF450-E is a fast motorcycle. The engineers claim it has a peak output of 58 horsepower, which sounds about right. Most 450 motocross bikes are in that same vicinity, and the new Triumph feels like it’s very close. It is, perhaps, a little softer and smoother down low than most, but it builds power fast and hard in the middle. Then, on top, it tapers off quickly. If you have a notion to hold it open and delay your next shift, the rev limiter steps in and forces the issue. Having a ton of power delivered in a short range means that you shift quickly and don’t spend much time in each gear. The result is that you end up going faster than you realize. The basic motor platform is the same as the motocross version, but the E-model has a six-speed gearbox, a different cam, a full-circle crank and new mapping. You can chill out and slow things down if you want to, though. It’s a trust issue. With other bikes that make this kind of power, you don’t dare let the revs drop for fear of stalling. It turns out that the Triumph is relatively reluctant to stall, even at very low revs. It also runs surprisingly cool. Virtually all of the other competition 450s will boil over and flame out if you spend too much time in slow terrain. The TF450-E doesn’t care how slow you go or how long you do it. The fan automatically turns itself on and off as needed. Triumph still features a number of choices that make more sense in Europe, such as the short-knob Michelin tires and the self-folding kickstand. STABLE MABLE Back in the August 2025 issue we tested the TF450-RC motocross bike and proclaimed it one of the most stable bikes in the motocross world. We loved it, and all the time we were thinking about what a great off-road platform it would be. Most current motocross bikes have migrated towards quick-steering characteristics and have dragged off-road bikes in the same direction. The TF450-E is just what we expected; it has great straight-line stability. That might sound like code for a bike that doesn’t turn well, but the opposite is true. In the rocky, sandy and sketchy soil conditions that define off-road riding, you need a secure, well-planted feel above all, and that’s what the TF450-E gives you. It tracks well and goes where it’s pointed. It does feel like a big, long motorcycle, but that’s not surprising. The wheelbase is, after all, longer than that of the motocross bike, it does have a bigger tank and it is heavier. None of those issues are unusual in the off-road world. And, as is always the case with off-road bikes, Triumph had to blindly choose a path for suspension setup. They can’t know where the bike will be used, so they were forced to make a guess. In this case, the TF450-E landed a little on the soft side of the average closed-course off-road bike. The front end, in particular, is set up to favor comfort rather than speed. It’s excellent in rocks, but can dive when the speeds increase. We didn’t want to lose the stability that we loved so much, so we leveled the bike out by lowering the rear end, eventually landing around 108mm of sag. Overall suspension action was great at everything up to full-race speed. In our experience, racers are more likely to rework their suspension than trail riders, so Triumph’s decision makes perfect sense. The TF450-E now has an MSRP of $10,795. There’s no word on how it will be affected by proposed tariffs. SHORT TIMER We only had one day of riding, so there’s more to learn about the new Triumph. It comes with all the same electronic functions as the motocross bike, including launch assist, traction control, Quickshift and multiple maps. We quickly learned we liked the most aggressive map and didn’t have time to test the other functions. Will off-road riders use launch assist? Maybe, maybe not. It can’t hurt to have it available. As for Quickshift, past testing has revealed a wide range of opinions; some of them very passionate, pros and cons. The good news is that the E-model shifts much more easily than the motocross bike. Rumor has it that there will be an update for the MX bike soon. Triumph has promised a long-term test bike soon. Stay tuned, because there’s a lot more to unpack here as the Triumph empire expands. The TF250-E is the surprise performer in the new Triumph off-road line. The MSRP is $9795. TRIUMPH TF250-E Little brother gets a head start Triumph officially revealed the TF250-E at the same time as the TF450-E, but in truth, the smaller bike was already a step ahead. For the last year, Jonny Walker has been racing a modified TF250-X motocross bike in off-road events all over the world. Plus, Ricky Russell currently sits in third in the AMA National Enduro Championship standings on a private TF250-X effort. At the official rollout of the new off-road line, the 450 overshadowed the 250, but the word spread quickly. The 250 was a better match to the high-desert terrain of the introduction. That might fly in the face of conventional thought; you would expect large displacement to be a key ingredient for desert. What made the 250 so effective was the fact that it revs forever on top and has surprising torque on the bottom. You put that together, and you have an effective powerband that’s 6000 rpm wide and you never have to shift! Jonny Walker won the fourth round of the 2024 EnduroCross Championship on a Triumph 250, then was second overall in the FIM SuperEnduro Championship. There are different personalities throughout the rev range. On the bottom, it has a very smooth nature, which is perfect in low-traction situations. In the middle, it can deal with hills and sudden surprises, and on top it’s in full-race mode. Oddly enough, the 250 was capable of climbing all the same hills as the 450. Traction was the limiting factor, and the 250 was capable of finding it. In overall handling, the two bikes demonstrated what we have often seen—the 250 felt far lighter. Triumph’s official specs say there’s only 5.5 pounds between the two, but the increased rotational mass and horsepower always add to the sensation of weight. One big question remains unanswered: will there be another sibling? Triumph’s ambition to take on KTM is obvious, and the 350 category is a ripe target. One way or another, we’re sure that the Brits have more in store. The post OFF-ROAD IMPRESSION: ALL-NEW 2026 TRIUMPH TF450-E appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи