MotoFactory

In the off-road world, your opinion of the what bike might be the best can definitely vary depending on age, geographic location and what type of riding you’re doing. Bike builder Jay Clark is a West Coast guy, he rides mostly singletrack in either Southern California or Utah, and his favorite machine is a carbureted Husqvarna TX300. He came across a low-hour machine for an insane deal, so Dirt Bike teamed up with him to help build it into something special. This project has personal touches everywhere, featuring upgrades from industry-leading companies like Rekluse, FMF, Decal Works, Dunlop, IMS, ODI, Nacstar, Schmidt Performance and more. THE FAIRY TALE With this bike being Jay Clark’s personal machine, everything was customized to him, unlike all the other bikes we usually build with him that have a more generic setup. Even though this bike had low hours, it was torn completely down for a few reasons. One, no one could stand the ugly blue frame, so it was sent off to San Diego Powder Coatings to be fixed ASAP. Two, even though it had low hours, we didn’t know the maintenance history, so everything needed to be checked. Three, the engine had to come out for modifications, and the suspension needed to be removed to be worked over as well. With the bike in a million organized pieces only a few hours after the project officially started, we got the frame shipped off to San Diego Powder Coatings and focused on the engine. Although the Husqvarna TX300 has a sweet power delivery, we are greedy, and Jay just wanted to see if it was possible to find a little more. The cylinder and head were shipped out to Tom Morgan Racing (TMR) in Wisconsin to be modified. While the top end was out, a Rekluse TorqDrive clutch system was installed along with a Rekluse slave cylinder. Other than porting the cylinder, cutting the head and installation of a Wiseco piston, no other internal performance modifications were made to the TX300. But that doesn’t mean we stopped looking for more performance and added a complete FMF Powercore exhaust system with a titanium 2.1 silencer and Fatty expansion chamber. Although it doesn’t necessarily gain performance, the stock Mikuni carburetor was replaced with a brand-new 38mm Keihin with internal jetting done by the crew at JD Jetting. More engine accessory items that are not usually associated with performance included an IMS coolant recovery catch can, CV4 silicone radiator hoses, CV4 high-temp radiator cap and a Trail Tech fan hard-mounted to the ICW modified radiators. The MotoMinded headlight upgrade is impressive, so if you have an older TX300, look into upgrading to the newer hard-mount system. When building an off-road bike for tight technical trails, bolt-on protection items are a must for both the rider and machine. P3 Carbon handled engine case protection with a full-coverage skid plate that covers the complete underside of the cases and has side-case protection built in as well. With this being Jay’s personal bike, he went to the factory level and had mounting tabs welded to the frame to make sure the skid plate wasn’t going anywhere. The FMF Fatty is also equipped with some carbon fiber protection from P3. Other notable protection items for the bike included a rear shock clevis guard from Bulletproof Designs and an aluminum rear rotor guard from Tusk Racing. More fuel is always a good idea on the trail for many reasons, so an IMS oversized tank was also added to the build, providing over a gallon of extra fuel capacity over the stock unit. Although this bike didn’t have many hour on it by Husky two-stroke trail bike standards, the stock wheels were in rough shape, and Jay wanted to accent his custom Decal Works graphics, so he installed a brand-new set of Nacstar Works wheels with red-anodized aluminum hubs, black 7050-T6 aluminum rims and stainless steel spokes. He, of course, wrapped this with Dunlop heavy-duty tubes and Geomax AT82 tires. The IMS oversized tank adds major amounts of fuel capacity, and the more fuel you can carry, the more fun you can have, right? Like we mentioned before, this bike was built for Jay specifically, and Jay builds a lot of bikes, which means a few things: he can be very opinionated on what he likes, he has lots of random parts laying around, and he knows what upgrades are going to give him the results he is looking for personally. Jay’s unicorn build received three such upgrades: two that he just had laying around the house (he claimed), and one that updated not only the style but actually made perfect sense for multiple reasons. The first item just laying around in the garage was a 6500 spring conversion kit for the WP fork, and since Schmidt Performance was reworking the suspension, it made sense to install this major suspension upgrade at the same time. Second on the list was switching out the stock BrakTec braking components with Brembo units all around. Third was updating the entire front-end plastics from 2019 styling to give it a 2025 model-year look and provide more lower-fork protection with a wraparound-style fork guard. This also eliminated the older-style straps that held the headlight on with a hard-mount bracket system that doubles as a front brake guide. Naturally, the headlight itself received an upgrade with an internal unit from MotoMinded that plugged right into the OEM Husqvarna wiring harness. Test rider Jared Hicks at the controls while Ron Lawson captures the moment with his Nikon camera. HAPPILY EVER AFTER Jay Clark has been building project bikes for many, many years, and one thing is made very clear with this build: he knows what he likes! Is this the bike for everyone? No, but only because in today’s world, the customization options are limitless. Although this bike is set up specifically for Jay, so suspension is on the soft side, it works amazing on the trail. The power is increased all around without making it a handful, and the jetting on the Keihin carburetor is spot-on. The P3 Carbon skid plate and pipe guard offer lots of protection but also provide huge bling factor. The Trail Tech fan mounted to the ICW modified radiators and IMS coolant recovery system are upgrades that any serious off-road rider can appreciate. During testing we got caught out on the trail a little after sunset and were very impressed by the headlight upgrade. The MotoMinded system lights up the night way brighter than the OEM unit, and the 2025 hard mounting of the headlight bucket eliminated the bouncing effect associated with the straps. We are happy to report that Jay Clark has found his unicorn and is living happily ever after riding it on his West Coast singletrack trails. The post TWO-STROKE PROJECT: CARBURETED HUSKY 300 OFF-ROAD UNICORN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The final round of the 2025 GNCC season was one for the ages. Ben Kelley took it all the way to the end to claim his second GNCC National Championship. Mike Witkowski gets his first career GNCC overall victory! Top 10 Overall (Bike): 1⃣ Mike Witkowskie-HON-02:42:42 2⃣ Liam Draper – YAM – 02:44:55 3⃣ Cody Barnes – HON – 02:45:18 4⃣ Johnny Girroir – KTM – 02:45:26 5⃣ Grant Baylor – KAW – 02:45:26 6⃣ Brody Johnson – HON – 02:46:11 7⃣ Jordan Ashburn – GAS – 02:46:21 8⃣ Kailub Russell – YAM – 02:46:21 9⃣ Josh Strang – BET – 02:46:33 Ben Kelley – KTM – 02:46:35 Location: Ironman GNCC – Indiana GNCC Coverage Sponsors: FXR Racing: www.fxrracing.com D.I.D Chains: www.didchain.com The post Video: 2025 GNCC National Champion | Ironman 2025 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Mark down June 11, 2025, on your list of dark days that will live in infamy. That’s when it became apparent the Beta would discontinue the 300RX two-stroke motocross bike. The 300RX, if you didn’t already know, was the bike that brought Beta into the motocross world. It was first revealed in 2021, and it only got better and better from there, as it received trickle-down technology from the Liqui Moly Beta Pro Supercross team. You can also mark that same day with big hearts and smiley-face emojis. Beta announced that two new two-stroke motocross bikes would hit America for 2026: the 350RX and the 250RX. Apparently, the 300RX was so good that it took two bikes to fill its shoes. Plus, if you read between the lines, you realize that the 300RX isn’t really gone; it’s just hiding in a parts catalog. The Keihin carburetor is still supplying fuel mixture the old-fashioned way. That’s the bike’s chief calling card now that the KTM triplets have gone to fuel injection. LAST OF ITS KIND While all this was going down, our 2025 300RX test bike was sitting in FMF’s pipe fabrication shop being fitted for an aftermarket exhaust system. It had come to us in advance of the Glen Helen Two-Stroke Championship so that reigning champion Carson Brown could test it. At that time, he had not yet decided what he would ride to defend his title. In the end he chose the path of least resistance; he would ride the hybrid Suzuki/KTM 300 that he had used to win the event in 2024. The Beta then disappeared into the FMF pipe shop, not to be seen again until we cried so many tears that it floated back to our shop. Now that we have it back, is there any point in even talking about it? The short answer is abso-stinkin’-lutely! The 2025 received a long list of changes that will be used as the foundation for the two new bikes. Plus, it appears that the 300 will live on in the form of the new 250RX, which was created by reducing the bore of the 300 from 72mm to 66.4mm. So, we believe the 300 is only a few parts away from living again. We will confirm when the 250RX actually arrives stateside. To back up a little, the changes for the 2025 300RX started with the frame, which was stiffened with a larger backbone. That was a direct carryover from the 450RX motocross four-stroke. The subframe was also redesigned and fabricated from aluminum. KYB is still the supplier for the suspension components, which were updated as well. The fork is a closed-cartridge 48mm AOS unit, and the shock now has a 50mm shock body to help dissipate heat. It also got a new rear brake master cylinder with a larger capacity, similar to that of the 450. The bodywork is new, the tank is slimmer and the map switch has been moved to the crossbar pad. In the engine department, the porting and head were updated, as well as the ignition mapping and pipe. The five-speed gearbox was redesigned as well. It still has a 72mm x 72mm bore and stroke, which has been the go-to configuration for 300 two-strokes for over 20 years. To create the new 350, by the way, both dimensions were upped to 73.6mm x 78mm. The one factor that hasn’t changed here is critical: the Keihin carburetor is still supplying fuel mixture the old-fashioned way. That’s the bike’s chief calling card now that the KTM triplets have gone to fuel injection. Even though the 300RX employs a balancer shaft, there’s still noticeable vibration at medium and high revs. CARSON AND THE 300RX When Carson Brown tested our Beta 300RX, he made no excuses. He needed more power. The stock Beta was no match for the highly modified KTM hybrid that he was used to. That bike looked like a Suzuki but was powered by a 2019 carbureted KTM 250SX with the optional big-bore kit installed. The reason that KTM never brought that bike to the market in the U.S. was because they feared reliability issues. His bike had been carefully mapped by Jamie at Twisted Development. Home-built KTMs of that period with the off-the-shelf 300 kit were often paired with the 250SX’s black box and mapping curve, which were never a very good match. Carson’s decision was understandable for a pro at his level. We, on the other hand, loved the 300RX’s power delivery. Peak power is similar to that of a modern 250 four-stroke motocross bike, but it happens in a totally different place and in a totally different way. Horsepower is the product of torque and rpm. A 250F makes its power with a little bit of torque and a lot of revs. The 300RX has around 50 percent more torque and far fewer revs. So, the RX gets into the meat of its power almost instantaneously, but then drops like a stone at 9000 rpm. That, in a nutshell, is why a truly powerful two-stroke can be so hard to ride for the average Joe. Too much happens too soon. What we love about this particular 300 two-stroke is that it ramps up very controllably. Yes, it still has a ton of torque; most dynos place it around 30 pound-feet at 6000 rpm. In this case, the power climbs in such a linear fashion that you can, in fact, hold it at any level you like. It’s no toggle switch, not by any means. The bikes that win the Open Pro class at the Two-Stroke Championship are all monsters. Back in the heyday of two-stroke dominance, none of the top bikes had a power delivery so sweet and controllable. There have been advancements in digital ignitions, as well as reed valves along the way, and that makes perfect jetting more attainable than ever before. Who knows? If we could send the 300RX back in time, things might have turned out differently for two-strokes in pro motocross. If we could send the 300RX back in time, things might have turned out differently for two-strokes in Pro Motocross. FOUR-STROKE TRICKLE-DOWN Beta’s Supercross program has been wildly successful on a budget-to-results basis. With resources that are a fraction of the other factory teams, they routinely placed in the top 10 with two riders on the 450RX. The 300 two-stroke benefited from the hyper-development that took place over two seasons of Pro Supercross. The frame was beefed up considerably, and the bike became more mainstream. Flipping back to the original test of the 2021 300RX, it was lovable but weird. The seat height was absurdly tall, and the ergos weren’t quite right. Now, the 300RX feels perfectly at home on a motocross course. You don’t have to adjust to any weirdness; it turns well and has excellent straight-line stability. The only remaining evidence of its off-road heritage is the softish suspension. In the front, it’s especially soft, and that makes the setup a little challenging. Just for the sake of balance, you have to run more rear suspension sag than usual—somewhere in the 108mm range. Then you have a bike that’s soft overall but perfectly rideable. Jetting for the 300RX is spot-on for sea level and 80 degrees. It takes a dramatic change in conditions before re-jetting is required. WHO AND WHERE A stock Beta 300RX might struggle in the Pro class, but that means nothing to 90 percent of the riders in the real world. In stock form, the bike is competitive in the amateur ranks. Big four-strokes have more power, but the 300RX can nullify that disadvantage on tight tracks. It is, after all, still lighter than any 450, if only by a few pounds. On our scale, it’s 225 pounds without fuel. The on-track advantage of a two-stroke in agility is amplified by the reduction in rotational mass and correspondingly less gyro effect. In other words, it’s easy to toss from side to side. Still, if you’re waiting for the two-stroke that can beat a modern 450 four-stroke across the board, you’ll have to keep on waiting. The 300RX is a blast to ride, it has a rich sound that speaks to your very soul, and on the right track with the right rider it can win. But, for the highest levels of motocross, Beta is hoping to open a new chapter in two-stroke history with the 350RX. Stay tuned. The KTM and Beta 300s seem like an obvious comparison, but they turn out to be wildly different motorcycles. BETA 300RX VERSUS KTM 300SX Both of these bikes were meant to compete in the 2025 Glen Helen Two-Stroke Championship. The Beta 300RX was a test bike for Carson Brown, and the KTM 300SX was to be ridden by Mike Brown. For various reasons, they didn’t make it to the start line, but Carson Brown and Sean Lipanovich put them through the wringer after the event. The numbers are pretty similar; same bore and stroke (72mm x 72mm), similar weight (221 pounds for the KTM versus 225 for the Beta) and similar price ($9599 for the KTM and $9499 for the Beta). But, they are completely different in both concept and execution. The KTM is fuel-injected with an electronic power valve that is integrated by a digital Engine Control Unit (ECU). The Beta is an old-school two-stroke with a Keihin carburetor and a mechanical power valve. On the track, they are wildly different as well. The KTM is the clear winner in the horsepower contest. It makes more torque and revs higher. The Beta’s key strength is in power delivery and controllability. In handling, we have to say it’s a draw. Both bikes are outstanding. We will give the edge to the KTM in suspension, simply because the WP components seem more well suited to motocross, whereas the Beta betrays some of its off-road upbringing. The quick and dirty conclusion is that the KTM is aimed more at expert-level riders, whereas the Beta will be more well suited to novices and intermediates. On top of that, the KTM demands a more intensive maintenance schedule. The Beta also engenders more appeal to the traditionalist. There’s still a great deal of mistrust when it comes to new technology in the two-stroke world, and Beta has positioned its two-stroke MX bikes as the unofficial leaders of the anti-tech underground. The post MX TEST RIDE: 2025 BETA 300RX TWO-STROKE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Grant Davis really messed with the Grand National Cross Country (GNCC) program this year. The XC2 250 Pro riders, who start on the second row at GNCC races, behind the premier XC1 Pro class, aren’t supposed to win the overall race. But Grant Davis of the FMF KTM Factory Landers team helped himself to four overall wins in the 2025 GNCC season, which actually put him in contention for the overall championship. The series’ highest honor came down to the final round, and while the victory went to Phoenix Racing Honda’s mounted Michael Witkowski for his first win of his career, the championship went to FMF KTM Factory Racing’s Ben Kelley, his second-career 2025 GNCC Series title. Witkowski edged out a tight field to lock in a breakthrough success that marks a major milestone in his off-road racing journey. Coming into the weekend, Witkowski had shown flashes of speed, but this performance underscored his ability to keep it clean, smart, and fast when it mattered most. “Yeah, honestly last night I was like, ‘Man, I can do this, I’ve just got to put this all together,” said Mike Witkowski. “Today, man, the bike felt so good. I think that was the key factor. I got a good start, and it honestly just felt effortless. They always say when you win it feels easy, but it truly was. Just a special day. It went so smooth. Just a huge thanks to the team, it was incredible. To go into the off-season like this, it will make it so much easier to put in all those hours.” Phoenix Racing Honda rider Mike Witkowski earned his career-first victory at the Ironman GNCC. Photo: Mack Faint Witkowski’s teammate Cody Barnes, an XC2 250 Pro rider, and AmPro Yamaha’s Liam Draper joined him on the overall podium at the Ironman GNCC. Defending champion Johnny Girroir and Kawasaki’s Grant Baylor rounded out the top five. Kelley finished a modest 10th overall, but it was more than enough to wrap up the championship after Grant Davis crashed out of the race earlier on. Davis still retained second in the overall championship to go with his XC2 250 Pro championship already clinched two rounds previous. “It’s been a long road with a lot of injuries between now and my first championship, and not many people are able to do it twice,” said Ben Kelley. “It was an honor to battle with Grant all year—he and I were so close all season and it took me to ride at my absolute best to beat him. We had some inconsistencies, but in the end, I was the most consistent and put myself in a good position today off the start. I wanted the win, but I prioritized bringing it home safely in the end with the big picture in mind. It’s a long season, a lot goes into this, and a big thanks to the FMF KTM Factory Racing Team for all the support!” Get full results from the Ironman GNCC and season final points standings at GNCCRacing.com. The post BEN KELLEY CROWNED AT IRONMAN GNCC FINAL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Trystan Hart capped off a perfect Idaho Falls double-header weekend, dominating Round 3 of the 2025 Slavens AMA EnduroCross Series presented by Progressive Insurance with a commanding 2-2-1 performance. The Red Bull FMF/KTM Factory Racing rider’s back-to-back victories at the Mountain America Center have propelled him into the championship lead with 72 points, while Triumph Factory Racing’s Jonny Walker sits three points behind in second place with 69 points.  In a breakthrough moment for the comeback story of the season, Colton Haaker returned to the podium in third place, demonstrating flashes of the form that earned him five EnduroCross championships. The self-funded privateer’s emotional podium appearance validated his decision to return from retirement and moved him into fourth in the championship standings with 55 points.  EX PRO: Hart’s Championship Statement Hart demonstrated why he’s the two-time defending champion, controlling the night’s racing despite intense pressure from Walker. After Walker claimed the Hot Lap qualifying victory to secure first gate pick, the stage was set for another epic battle between the championship co-leaders. Jonny Walker. Photo, EnduroCross Moto 1: Walker Edges Hart Walker converted his pole position into a commanding Moto 1 victory, gapping second-place finisher Ryder LeBlond (Rockstar Husqvarna Factory Racing) by 14 seconds at the checkered flag. The race featured drama in the rock garden when veteran Colton Haaker crashed, collecting Hart in the process. Hart recovered methodically, working past Max Gerston and Haaker before executing a last-lap pass on LeBlond to claim crucial second-place points. Trystan Hart. Photo, EnduroCross Moto 2: LeBlond’s Inverted Start Masterclass The inverted start format created chaos off the line, with several lead changes in the opening lap. LeBlond emerged from the battle with clean air and never looked back, leading flag-to-flag for his first moto win of the season. Hart and Walker charged through the field in tandem, dispatching Haaker and Braxton Hintze to claim second and third respectively, but time ran out before they could challenge LeBlond’s lead. Colton Haaker. Photo, EnduroCross Moto 3: Hart Holds Off Haaker’s Challenge Hart grabbed the holeshot from Haaker and immediately opened a gap. Walker slotted into third behind Haaker, setting up a tense battle. Haaker rode aggressively to maintain position while pressuring Hart, showcasing flashes of his championship form. Hart’s consistency proved unbeatable, taking the moto win and overall victory. Walker’s 1-3-3 earned second overall, while Haaker’s 5-4-2 secured his first podium of the comeback season. “It feels good to be up here,” Haaker said on the podium. “I didn’t even know y’all were putting me on the podium until they told me. It feels good to ride like myself again.” Walker added, “I’m usually not that good here, so I’m really happy to come away with two seconds this weekend.” Hart reflected, “It’s tough. Jonny rides so good in Hot Laps, so to keep my head above water is hard. I just love competing. Times like this, I either perform like crap or perform like that—and I’m proud of tonight.” EX PRO Final Results – Round 3 Trystan Hart (#1) – Invermere, BC (2-2-1) Jonny Walker (#22) – Keswick, UK (1-3-3) Colton Haaker (#76) – Salinas, CA (5-4-2) Ryder LeBlond (#513) – New Florence, PA (2-1-4) Max Gerston (#33) – New River, AZ EX EXPERT: Johnson Claims Victory on Home Turf Anthony Johnson from Rathdrum, Idaho, claimed the EX Expert Main victory on his Kawasaki, thrilling the local crowd with a dominant performance. Johnson held off Marc Fernandez by 3.305 seconds after seven intense laps, with Branden Petrie rounding out the podium. EX Expert Final Results – Round 3 Anthony Johnson (#521) – Rathdrum, ID Marc Fernandez (#56) – Barcelona, SPA Branden Petrie (#99) – Tomahawk, AB Ty Cullins (#6) – Phoenix, AZ Blake Neville (#101) – Quesnel, BC EX JUNIOR: Eppelmann Sweeps Double Header Weekend Max Eppelmann from Stadecken-Elsheim, Germany, continued his dominance in the Junior class with another commanding victory, completing a perfect weekend sweep in Idaho Falls. Kael Widdicombe from Billings, MT, finished second, while Cole Clarkson from Paradise, CA, rounded out the podium. EX Junior Final Results – Round 3 Max Eppelmann (#344) – Stadecken-Elsheim, GER Kael Widdicombe (#47) – Billings, MT Cole Clarkson (#319) – Paradise, CA Ben Grohmer (#55) – Wörth am Rhein, GER Cooper Arave (#24) – Idaho Falls, ID EX INTERMEDIATE: Stevens Dominates Intermediate Class Cooper Stevens from Lake Stevens, WA, claimed the EX Intermediate Main victory with a consistent 1-1 performance across both heats, demonstrating his readiness to advance to the Expert class. Max Eppelmann finished second overall, while Ben Grohmer completed the podium in third. EX Intermediate Final Results – Round 3 Cooper Stevens (#12) – Lake Stevens, WA Max Eppelmann (#344) – Stadecken-Elsheim, GER Ben Grohmer (#55) – Wörth am Rhein, GER Shandon Millett (#60) – Ephraim, UT Cole Clarkson (#319) – Paradise, CA EX CLUB: Stevens Continues Winning Ways Cooper Stevens doubled down on his successful night, also claiming victory in the EX Club class. Karver Grover from Rigby, ID, finished second, thrilling the home crowd with strong performances throughout the weekend. Mathew Baumann from Coquitlam, BC, completed the podium in third. EX Club Final Results – Round 3 Cooper Stevens (#12) – Lake Stevens, WA Karver Grover (#794) – Rigby, ID Mathew Baumann (#81) – Coquitlam, BC Shandon Millett (#60) – Ephraim, UT Tyler Baumann (#22) – Coquitlam, BC EX VETERAN: Prochnau Sweeps Idaho Falls Weekend Bobby Prochnau from Salmon Arm, BC, claimed the EX Veteran Main victory with a perfect 1-1 performance, completing a dominant double-header weekend sweep. Gavin McCarthy from El Cajon, CA, finished second, while Ray Amos from Athol, ID, gave local fans a third-place podium finish. EX Veteran Final Results – Round 3 Bobby Prochnau (#24) – Salmon Arm, BC Gavin McCarthy (#514) – El Cajon, CA Ray Amos (#78) – Athol, ID AJ Balls (#222) – Idaho Falls, ID Eddie Findling (#199) – Rößleben-Wiehe, GER EX NOVICE: Surry Leads Novice Class with Strong Double-Heat Performance Ethan Surry (Parksville, BC) delivered a composed 1-1 sweep to take the EX Novice overall victory. Idaho riders Tegan Warnick (Shelley, ID) and Gage Henson (Coeur d’Alene, ID) rounded out the podium. EX Novice Final Results – Round 3 Ethan Surry (#419) – Parksville, BC Tegan Warnick (#131) – Shelley, ID Gage Henson (#82) – Coeur d’Alene, ID Cayden Hatcher (#1776) – Coeur d’Alene, ID Royce Price (#822) – Rigby, ID The post HART SWEEPS IDAHO FALLS ENDUROCROSS DOUBLE-HEADER appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

It looks like we’re starting on a 12-bike 450 motocross shootout next month. If you think that’s impossible to accomplish in one day, you’re right. That’s why we don’t do it in one day. We’ve never done a shootout in one day. Sometimes it takes over a year, which is the case here. The Honda, KTM, Kawasaki, Suzuki, GasGas and Husqvarna are unchanged since our last 450 shootout. We have already tested the Kove, the Beta and the Triumph. The Ducati and TM will be the the only untested bikes, and we will spend time with them individually. It’s still a very difficult task, but with a week or so of riding, we should be able to sort them all out. Our most recent 450 test involved the partially new Yamaha YZ450F. Here’s a quick review of what we found with that bike. A 12-bike shootout has been done before–once. In the June, 2022 issue we combined special editions with standard models. YAMAHA YZ450 AT A GLANCE This year our YZ450F test bike was the 70th Anniversary Edition. Which sells for $10,499. On our scale, it weighs in at 231 pounds without fuel. The 2026 YZ450F 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. Toward 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. As for the motor, Yamaha engineers faced the eternal dilemma: which way to go? No one was asking for more power, so Yamaha’s goal was to have a standard power delivery that suits as many riders as possible without turning to the Power Tuner smartphone app. Toward 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. To top it all off, a hydraulic clutch is standard equipment for 2026. This is 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. Pete Murray at Glen Helen Raceway. Back in 2023, all the changes seemed to be directed toward 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. 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. 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 faithful 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. The individual test of the Yamaha YZ450F is in the December, 2025 print edition of Dirt Bike. TM MOTORCYCLE PRICES 2026 TM MX450 It’s been very difficult to get a fix on motorcycle prices going into 2026. At first, most manufacturers were saying that the new import tariffs would be added on top of the Manufacturers Suggested Retail Price. It turned out that finance companies didn’t like that so virtually all of them had to change prices and eliminate the surcharge (at least visually). TM was one small manufacturer hit especially hard. They start off high because they are virtually hand-made in Italy in very low quantity. The E.U. has a base tariff of 15%, but there are additional taxes on products made of steel and aluminum. In the end, the new bureaucracy is deep and confusing. Here’s the latest list of TMs that will be imported by 71 Motorsports. TM FOUR-STROKES MX 250 FI ES – $12,299 MX 300 FI ES – $12,399 MX 450 FI ES – $12,199 EN-X 250 FI ES – $12,499 EN-X 300 FI ES – $12,599 EN-X 450 FI ES – $12,399 EN 250 FI ES – $12,699 EN 300 FI ES – $12,799 EN 450 FI ES – $12,599 SMK 250 FI ES – $13,699 SMK 450 FI ES – $15,799 FT 450 FI ES – $13,099 TM MX85 Junior TM TWO-STROKES MX 85 Jr – $7,199 MX 85 Jr US Race Edition – $1,000 MX 100 Jr – $7,299 MX 112 Jr – $7,999 MX 125 ES – $9,899 MX 125 FI ES – $9,999 MX 144 – $9,599 MX 250 ES – $10,899 MX 250 ES US Race Edition – $1,000 MX 250 FI ES – $10,999 MX 300 ES – $11,099 MX 300 FI ES – $11,199 EN-X 125 ES – $10,199 EN-X 125 FI ES – $10,299 EN-X 144 – $9,899 EN-X 250 ES – $11,199 EN-X 250 FI ES – $11,299 EN-X 300 ES – $11,499 EN-X 300 FI ES – $11,599 EN 125 ES – $10,699 EN 125 FI ES – $10,699 EN 250 ES – $11,599 EN 250 FI ES – $11,599 EN 300 ES – $11,699 EN 300 FI ES – $11,799 SMX 85 Jr – $7,899 SMX 100 Jr – $7,999 SMX 112 Jr – $8,699 SMX 300 ES – $11,699 FT 300 ES – $11,399 2026 TM MX300 4T Corse. The Corse model is available on most models with an additional price of $1,600. The 85 and 250 US Race Editions are for the AMA Limited classes. They have upgraded cylinder head, exhaust and front brake, are all white with custom graphics.. A BRIEF HISTORY OF THE UNIVERSE AND DIRT BIKE MAGAZINE Dirt Bike is the saltwater crocodile of magazines. We’re not pretty, and we should have gone extinct a long time ago. Dirt Bike started publication in June 1971. It was published by William Golden, who owned Chopper Magazine and Big Bike. Super Hunky (aka Rick Sieman) worked on those publications and talked Golden into starting a magazine all about dirt bikes, which didn’t exist at the time. Rick said he had too much on his plate to be the editor, so a guy named John Huetter was in charge of that first issue. Fun fact: there technically wasn’t a second issue. If you find a copy of the July 1971 issue, it’s from an alternate universe where the first issue was actually good enough to justify another. Hunky took over after a month of indecision, and since then there have been 651 uninterrupted issues and 11 often interrupted editors. They were a bizarre lot who had absolutely nothing in common aside from a love of dirt bikes. Here are some of the ones I know of. Rick was a one-man Czechoslovakian tornado. He had an opinion about everything and a flash temper, which was part of his charm. His vision for Dirt Bike was perfect at the time. In 1971, the motorcycle industry was booming with a huge influx of very young riders. People say he wrote the magazine for a 14-year-old. That was no accident. Some of his more memorable stories included a portable toilet shootout titled “Heads, Head-to-Head” and coverage of the 1973 ISDT called “Six Days of Almost Seeing Steve McQueen.” Rick had no trouble throwing the occasional motorcycle to the wolves, including the Honda XL175, which he pictured in a pigpen with the subtitle “At $2.89 a pound, this is expensive pork.” Hunky lost his temper for some forgotten reason and left (for the first time) late in 1974. For the next few years the editor’s chair at Dirt Bike was sitting on top of a big trapdoor. Gunnar Lindstrom was far and away the most accomplished person to work at DB in any capacity. He had an engineering degree from his native country of Sweden and was a member of the first U.S. Motocross des Nations team in 1971. He engineered such memorable covers as Darth Vader on a Husky Auto and Marty Smith in front of a firetruck. Gunnar left to work in Honda’s technical department in late 1977. Next was Len Weed, who was already an accomplished author and photographer—a real live journalist. He was a die-hard trials enthusiast, which crept its way into the magazine. Then came Super Hunky, part two. Rick had worked at other titles before deciding that Bill Golden wasn’t such a bad boss after all. He came back in January 1979 and promised to make big changes. He promised that Dirt Bike would never be slow and boring again; a clear shot at Len Weed’s trials fixation. Two of the editors he hired were Paul Clipper and Tom Webb. Somewhere in that period Roland Hinz entered the picture. He came from the tabloid industry and was originally hired as an adviser. After a short period, he became president of the company, and Bill Golden vanished in retirement. Roland turned the company around financially; it was in serious trouble before he got there. But, he was another man with a temper and an opinion. It was inevitable that Hunky and Roland would clash. In September 1985 Rick left again, reportedly throwing a typewriter out the window before he did. That would have made Paul Clipper the editor, except he quit the month before. Tom Webb was next up. That was a perfect fit. Tom was the king of the desert enduro at the time, and he was trained in the Super Hunky school of hyperbole. He upped the ante for testing with a higher regard for actual facts. Then, a few years later, he took a job at Dirt Rider, which immediately became Dirt Bike’s most intense competitor. Ed Arnet was one of the fastest, most talented riders to ever be the editor of any motorcycle magazine. He moved to DB from Motocross Action. There were two things that you had to understand about Ed: first, he worked super hard and expected everyone else to do the same. Second, he was a little crazy. Maybe a lot. At one time he hid in the bushes overnight to get a photo of a new Honda prototype. He was stung by multiple bees in the process and went straight to the hospital afterward. In 1989, Ed crashed in a desert race and was in a coma. He woke up and quit. Later, he would return to the company as editor of Mountain Bike Action, but he was still a little crazy. For a period of time after Ed’s departure, Tim Tolleson and Joe Kosch worked as interim editors. Then came Super Hunky, part three. Rick decided that Roland Hinz wasn’t so bad and came back as a contributor/adviser. That was where I came in. November 1990 was my issue as editor. I’m not really sure what happened next. It’s still happening. –Ron Lawson The post RIDING THE 2026 YAMAHA YZ450: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Kawasaki has announced an all-new model designed to serve the mid-size adventure market. The KLE500 has a twin-cylinder 451cc motor priced to be a legitimate heir the the KLR650. The base model will carry a price of $6499. The official Kawasaki press release follows: The new 2026 Kawasaki KLE®500 ABS is built for adventure, transitioning from city streets to dirt roads and beyond. Its rally-inspired styling immediately signals purpose and capability, with a tall windshield, raised short fuel tank, and sweeping side covers that emphasize both functionality and rider freedom. The 21” spoked front wheel and protective skid plate hint at the bike’s off-road prowess, combining rugged cues with a sleek, cohesive design that balances form and function. On paved roads, the KLE500 ABS offers smooth, confident performance. The upright riding position and elevated windshield provide excellent visibility and wind protection, while the trellis-style frame delivers an ideal balance of rigidity and low weight. Fully loaded with panniers or a top case, the bike maintains a composed, confidence-inspiring ride. Its compact, parallel-twin engine delivers strong torque and the perfect mix of power and control, whether running errands around town, cruising on the highway, or venturing on longer tours. Off the pavement, the KLE500 ABS reveals its true capabilities. Long-travel suspension conquers rough terrain, while a slim fuel tank and sleek side covers facilitate natural standing riding positions. Generous ground clearance and smooth, linear power delivery give riders confidence across a variety of terrain. For those seeking an elevated experience, the KLE500 SE ABS model adds a premium package with a taller windshield, reinforced hand guards, larger skid plate, LED lighting, and TFT instrumentation –enhancing both comfort and control. With the KLE500 ABS, Kawasaki invites riders to embrace adventure wherever it leads. KAWASAKI KLE500 ABS HIGHLIGHTS: ● Fuel-injected 451cc parallel-twin engine ● Lightweight, multi-purpose trellis frame ● LCD instrumentation with Smartphone Connectivity via RIDEOLOGY THE APP* ● Relaxed, upright riding position with KX-inspired ergonomics ● KYB inverted front fork and New Uni-Trak® rear suspension ● Sturdy and light 21” front and 17” rear spoke wheels ● Large 300mm front / 230mm rear disc brakes with selectable ABS ● Rally-inspired styling with tall front cowl ● Adjustable rally-style windscreen ENGINE At the heart of the 2026 KLE500 ABS lies a responsive 451cc parallel twin engine, delivering usable power across the rev range. Whether cruising on the highway or tackling dirt roads, riders will appreciate its low-end torque, quick acceleration at higher rpm, and well-balanced, predictable character. The lightweight flywheel mass ensures sharp throttle response, while ECU settings smooth out power delivery on the road and provide plenty of low-end pull off-road. Combined with a fully machined balancer shaft to reduce vibration, the KLE500 delivers confidence-inspiring, comfortable performance both on and off the pavement. The engine’s design maximizes efficiency and compactness. Its 70.0 x 58.6mm bore and stroke provide strong, linear power, while the aluminum die-cast, open-deck cylinder offers excellent heat dissipation and reduced weight. Sleeveless plated bores further contribute to lightness and durability, while oil jets cooling the underside of the pistons enable the use of a lightweight piston design. Long-reach spark plugs not only aid performance with advanced timing but also optimize heat transfer by maintaining excellent contact with the cooling jacket, keeping the engine running efficiently under varying conditions. A downdraft intake system delivers a short, direct path to the cylinders for efficient cylinder filling, particularly at high rpm. Its design also contributes to a slim chassis layout that improves reach to the ground. A large 5.6 L airbox, with rigidity designed into its top structure, enhances intake efficiency while filtering out unwanted noise – allowing riders to hear the satisfying intake note during acceleration. The left and right intake funnels feature different heights, a detail that smooths throttle response by tuning out torque valleys. Injectors placed close to the intake ports further improve combustion efficiency and deliver a natural, linear throttle feel. Additional innovations reinforce the KLE500’s performance advantage. Lightweight Denso stick-type ignition coils minimize electrical interference, while the silencer’s upswept angle improves off-road ground clearance and allows panniers to be mounted symmetrically for balanced adventure touring. Maximum lean angle is preserved thanks to the thoughtful placement of the exhaust system. Heat management also received careful attention: Kawasaki’s unique radiator fan cover redirects hot air away from the rider and critical contact areas like the frame, tank, and side covers, keeping the rider comfortable even in heavy traffic or during long days on the trail. The KLE500’s transmission complements its flexible engine performance with a 46/15 final drive ratio chosen for a perfect balance of highway efficiency and smooth off-road torque delivery. Its Assist & Slipper Clutch enhances control with an exceptionally light lever pull and wide engagement range, particularly valuable for new riders or those navigating technical terrain. The assist cam reduces spring load for an easy clutch feel, while the slipper cam prevents rear-wheel hop or skidding during aggressive downshifts by relieving pressure on the clutch plates. This dual-function clutch not only enhances performance but also makes the KLE500 more accessible and confidence-inspiring for riders. INSTRUMENTATION The KLE500 ABS features a high-contrast full LCD instrument panel designed for clear visibility and intuitive operation in all riding conditions. Its sophisticated layout includes a prominent bar-style tachometer that arcs over the speedometer and other displayed information, ensuring key data is immediately readable at a glance. The panel presents a comprehensive array of functions, including odometer, gear position indicator, fuel gauge, dual trip meters, remaining range, current and average fuel consumption, coolant temperature, clock, service indicator, and connected device notifications such as mail and telephone alerts. A standout feature of the instrument panel is Kawasaki’s Economical Riding Indicator, which constantly provides feedback on favorable fuel consumption. By observing the conditions under which the indicator appears, riders can adjust their riding style to maximize efficiency and extend range. This practical, always-on feature complements the KLE500’s adventure-ready versatility, helping riders balance performance and economy whether navigating city streets or exploring dirt roads. SMARTPHONE CONNECTIVITY The KLE500 ABS integrates advanced smartphone connectivity, allowing riders to interact seamlessly with their motorcycle via the RIDEOLOGY THE APP MOTORCYCLE* application. By linking their smartphone wirelessly to the instrument panel, riders can access a wide range of functions that enhance convenience, control, and overall riding experience. Essential vehicle information such as fuel gauge, odometer, and maintenance schedule can be monitored directly through the app, while GPS route and vehicle performance data can be logged and reviewed using the Riding Log function. Connectivity extends to communication and customization features as well. Incoming phone calls and emails are indicated directly on the instrument display, keeping riders informed without taking their eyes off the road. General instrument display settings, including preferred units, date, and format, can be easily adjusted through the app, providing a personalized riding experience. Navigation capabilities allow riders to plan and modify routes, add waypoints, and search for destinations, helping to make adventure or commuting rides more intuitive and organized. For added convenience and safety, select markets support a voice command feature, enabling riders to control the app while keeping hands and feet on the controls. Voice command and advanced navigation functions require a separate purchased license within the app, and availability may vary by region. This smartphone integration transforms the KLE500 into a connected, versatile adventure machine, combining modern technology with Kawasaki’s signature riding performance. CHASSIS The KLE500 ABS is built on a high-tensile steel trellis frame, engineered specifically for real-world adventure riding. Rather than adapting motocross geometry, Kawasaki designed the frame for versatility and comfort across diverse conditions – from daily commuting to forest trails. Optimized chassis rigidity balance delivers both stability on the road and surefooted performance on rough terrain. Weighing only 41.8 lbs., the frame incorporates a thick down tube, ideally positioned cross members, and lightened gussets that reinforce key areas without adding unnecessary mass. The combination of lightweight construction and durable reinforcement ensures riders can enjoy both light handling and rugged capability. To further enhance stability, the engine is mounted as a stressed member with short, rigid brackets, and was rotated forward around the axis of its output shaft – a sportbike-derived technique that lowers the center of gravity. This design provides a confident, lightweight feel whether maneuvering at a stop or picking the bike up off its side stand, while still offering 6.8” of ground clearance for off-road use. The fuel tank was also carefully designed to complement the chassis: slim and narrow to allow forward body movement for better control on dirt but shaped not to extend too far downward so as to preserve clearance. With a 4.2-gallon capacity, it balances riding range with agile handling. Additional chassis details reinforce the KLE500’s dual-purpose nature. The aluminum lower triple clamp reduces weight, while the handlebar holder’s one-piece rubber-mounted design cuts vibration for added comfort. At the rear, an aluminum diecast swingarm mounting plate secures the swingarm pivot shaft directly to the engine, boosting stability and enhancing handling response. The lightweight square-tube swingarm, reinforced with gussets, reduces unsprung weight for nimble suspension action. A rigid rear frame supports two panniers and a top case simultaneously, catering to touring riders who need cargo options. Meanwhile, a standard aluminum skid plate protects the engine and muffler from trail impacts, while adding to the KLE500’s tough, adventure-ready styling. SUSPENSION The KLE500 ABS is equipped with suspension designed to deliver confidence and comfort across a wide range of terrain. Up front, a specially designed 43mm cartridge-type inverted fork –technology usually reserved for larger-displacement machines – offers 210mm of wheel travel. Its inverted construction reduces unsprung weight for responsive suspension action while providing greater rigidity than a conventional fork. The result is light, predictable handling on unpaved roads, complemented by fork settings that absorb bumps smoothly for reassuring control. Integrated fork guards in the front fender protect the tubes from rocks and debris, further enhancing durability in off-road conditions. At the rear, Kawasaki’s New Uni-Trak® suspension provides 200mm of wheel travel, delivering smooth, progressive action in the early stroke while maintaining strong resistance against bottoming. This balance ensures both on-road comfort and stability on rough trails. Stepless adjustable spring preload allows riders to tailor stiffness and ride height to suit their weight, riding style, or the added load of a passenger and luggage. Together, the advanced suspension components give the KLE500 ABS the versatility to explore dirt roads confidently while maintaining comfort and control on everyday rides. BRAKES & WHEELS Braking performance on the KLE500 ABS is designed to inspire rider confidence across both paved and unpaved terrain. A large 300mm steel front disc is paired with a balanced actuation dual-piston caliper using 27mm pistons for strong, controllable stopping power. The single-disc setup reduces unsprung weight, which not only contributes to light handling but also enhances ground-following performance over uneven terrain. A rigid front brake master cylinder further improves controllability by minimizing idle stroke, ensuring precise rider input is translated directly into braking force. At the rear, a 230mm disc works with a dual-piston caliper fitted with large 27mm pistons, providing ample braking performance and stability. The compact, lightweight Nissin ABS control unit delivers highly accurate braking management, with selectable ABS functionality to match the rider’s preference. Riders can disable ABS via a switch on the left handlebar when off-road riding calls for maximum direct control. For safety, the system automatically resets to its default mode (front and rear ABS enabled) after the bike is switched off and restarted. The KLE500’s wheels are equally tuned for adventure versatility. A 21” front and 17” rear wheel combination offer excellent stability and bump absorption. Lightweight aluminum rims paired with durable steel spokes strike the ideal balance of strength and reduced unsprung weight, contributing to agile, confidence-inspiring handling. Fitted with IRC GP-410 tires, the KLE500 benefits from a grip-oriented compound for excellent road performance, while the tread design with wide-spaced center blocks enhances traction on dirt roads. These wheels and tires not only deliver performance but also add to the bike’s purposeful, adventure-ready appearance. ERGONOMICS The KLE500 ABS offers a relaxed and versatile rider triangle, thoughtfully designed to accommodate a wide variety of rider sizes and situations. An elevated, aluminum fat-type handlebar and slightly foot-forward footpeg placement provide a natural, comfortable position for both seated and standing off-road riding. The wide handlebar allows freedom of movement while minimizing vibration, and the slim fuel tank promotes smooth transitions from sitting to standing, helping riders maintain control and balance in challenging terrain. Smooth bodywork and flat engine, clutch, and sprocket covers further allow riders to shift their weight freely, inspired by Kawasaki’s motocross expertise. Seat design enhances both comfort and control. The 33.8” seat height balances a relaxed knee bend with reachable footing, while its stepped arrangement provides lumbar support and a higher vantage point for the pillion passenger. Unique hollow cushioning offers long-ride comfort and style, making the KLE500 ideal for adventure touring. The rider’s seat shape also allows easy forward and rearward weight shifting, optimizing bike handling during off-road maneuvers. Adding versatility, the footpegs feature removable rubber inserts, enabling a choice between road-friendly cushioning or spiked, off-road grip without the need for tools. Rally-inspired features round out the ergonomics package. A tall, adjustable windshield offers three height positions – standard, 27mm higher, and 55mm higher – while maintaining a consistent contour and visual style. Clear panels surrounding the front cowling provide excellent visibility of the terrain and block wind effectively, evoking authentic rally machines. Together, these details combine to create a riding position that balances comfort, control, and style, giving riders confidence on both pavement and dirt. STYLING The 2026 KLE500 ABS showcases distinctive rally-inspired styling that emphasizes versatility and adventure readiness. Its tall, compact front cowling and windshield, combined with a 21” front wheel, convey a condensed rally-raid image, while familiar street bike elements such as the stepped seat, low-positioned front fender, and Kawasaki-family LED headlight design balance approachability with adventure performance. KX motocross-inspired touches – including long, smooth side covers and a slim fuel tank – create a seamless interface for rider movement, enhancing mobility whether seated or standing. At the front, a compact triple LED headlight arrangement forms the focal point, with two upper low beams and a single lower high beam delivering excellent illumination despite the minimal footprint. Clear panels surrounding the front cowling and a closed inner cowling around the instrument panel give the KLE500 a slim, rider-friendly appearance, while the elevated, angled instrument panel ensures visibility from both seated and standing positions. A convenient multi-purpose bar above the panel adds functional versatility, rounding out the front-end design. From the side and rear, the KLE500’s styling blends performance cues with practicality. Shrouds and side covers feature large, flat surfaces and sharp graphics, emphasizing mass centralization, long-travel suspension, and adventure capability. The upward-slanting tail cowl and slash-cut muffler cover, complemented by KX-inspired end cap styling, deliver an agile, off-road-ready look. Clear-lens turn signals and a vertically slim LED taillight contribute to a high-quality, compact appearance, while the stepped seat design maintains street-bike familiarity, underscoring the KLE500’s versatility for both urban streets and rugged trails. SPECIAL EDITION MODEL The special edition KLE500 SE ABS elevates the adventure experience with premium features designed for both off-road excursions and on-road comfort. A taller 4.1” windshield enhances wind protection on long journeys, while a larger skid plate extends farther along the front and sides of the engine to provide extra durability and confidence when tackling challenging terrain. Metal-reinforced hand guards offer additional protection from branches and debris off-road, while also shielding the rider from wind and cold during extended rides, combining practicality with comfort. The SE model also introduces a high-grade 4.3” all-digital TFT color instrument panel, replacing the standard LCD display. The TFT technology ensures exceptional visibility in all lighting conditions, with selectable background colors and auto-adjusting brightness. Riders gain access to a comprehensive suite of information, including a digital speedometer, bar-style tachometer, gear position indicator, shift lamp, fuel gauge, trip meters, remaining range, average and current fuel consumption, average speed, total time, coolant temperature, clock, battery voltage, service reminders, and the Economical Riding Indicator. Completing the premium rally-inspired look, sharp LED turn signals add both style and visibility, underscoring the KLE500 SE ABS’ readiness for any adventure. KAWASAKI GENUINE ACCESSORIES Kawasaki offers a wide range of genuine accessories for the KLE500 ABS, allowing riders to tailor the bike to their adventure and touring needs. Available options include a top case with bracket and passenger grab bars, panniers with mounting brackets, and a rear carrier for additional cargo. Comfort and convenience can be enhanced with a large windshield, hand guards, grip heaters, USB Type-C charging, and an ERGO-FIT pillion seat or low seat option. Protective and performance-oriented accessories such as a large skid plate, engine guard, radiator screen, and center stand are also available, along with LED fog lamps, a GPS bracket, and a relay for additional accessories, ensuring the KLE500 is ready for any journey. All trademarks, registered trademarks, logos, and copyrights are the property of their respective owners. *RIDEOLOGY THE APP MOTORCYCLE and all trademarks, registered trademarks, logos, and copyrights are the property of their respective owners. Voice command and navigation functions will be available only to users who have purchased a license for those functions. Feature availability may vary to meet individual markets. 2026 Model Variations Kawasaki KLE500 ABS Color: Metallic Carbon Gray/Ebony MSRP: $6,599 Availability: Early 2026 Kawasaki KLE500 SE ABS Color: Pearl Blizzard White, Metallic Bluish Green MSRP: $7,499 Availability: Early 2026 The post KAWASAKI REVEALS ALL-NEW 500 ADVENTURE BIKE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Dear Mr. Know-It-All, I recently let my friend Travis borrow my 2006 Honda CR250R two-stroke. Apparently, the gas was not mixed correctly, and, well, you know what happened next. Let’s just say the piston and cylinder are a lot closer physically and spiritually now. I have always just bought new cylinders when something like this happened in the past, but that is no longer an option. The cylinder has some pretty deep grooves in it, and chunks of materials are missing in places. Is my only option to have a sleeve put in it now, or can it be repaired and re-plated? Thanks for the advice. TJ via mrknowitall@hi-torque.com BEFORE WELDED AFTER TJ, first things first: we hope Travis is now no longer able to borrow any more of your motorcycles, and he took you out to a nice steak dinner to apologize. Steak dinners make everything better. We feel your pain on not being able to get new Honda CR250R two-stroke cylinders brand new anymore, and the answers to your questions are no and yes. Putting a sleeve in the cylinder is not your only option, but it is still an option if you so choose. The crew at L.A. Sleeve still offer a variety of sleeves in different sizes for older-model two-strokes, and they have a fast turnaround time last we checked. Repair and re-plating with NikaSeal is also an option, and we have been blown away with the types of repairs that can be done nowadays. The crew at PowerSeal USA worked on a cylinder a while back that would have normally been headed into the garbage can, but they were able to strip it down, weld it up and re-plate it all in about four weeks, not counting shipping time. We strongly advise against it, but there is always the option of buying used and hoping for the best. See more about your options at www.lasleeve.com and www.powersealusa.com. The post CYLINDER DAMAGE: MR. KNOW-IT-ALL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

By Pete Murray The sign said I was at 19,024 feet above sea level. That’s well over twice the altitude of the track at Mammoth Mountain and about 2000 feet higher than the base camp for Mount Everest. The air was thin and cold, but at least the rain had stopped. I took a deep breath, both mentally and physically. It had been a long trip to get there. The location was Umling La Pass in the Himalayan Mountains of India. It is the highest paved road in the world, about 700 miles northwest of Mount Everest. I was there on a Royal Enfield 450 as part of the 2025 Moto Himalaya Ladakh expedition. There were a number of casualties along the way. One member of the group had spent two nights in an Indian hospital. Another had to take oxygen on several occasions. There were road washouts, crashes and flash floods, but we made it as a group. Now what? The Royal Enfield 2025 Moto Himalaya Ladakh expedition began at a searing altitude of 11,500 feet in Leh, and then continued up. ONE WEEK EARLIER “Ron Lawson is a criminal!” It was the last thing I said before I put my phone in airplane mode at LAX. I had my dentist friend, Mark Crosby, on the line, and I was trying to explain what I was doing and why I was doing it. In truth, I really didn’t know myself. Ron had talked me into this. He returned from a similar trip to the Himalayas less than a year ago and had been working me over ever since. “We’re not getting any younger,” he said. “While we’re healthy and able, we shouldn’t say no to anything.” He spun a good yarn, and eventually I made the commitment. I signed up for the Ladakh adventure. It was $2300 U.S. plus airfare. They supplied the motorcycles, the food, the accommodations and full support for a 10-day expedition through the highest mountains in the world. We would start in the village of Leh at 11,500 feet, then go up. Before being accepted, we had to submit a doctor’s approval and a treadmill test to prove we could survive the ride. Ron said he knew the ropes, and we would get through it as a team. Then, less than a week before we were to leave, he informed me that his visa into India was denied. I was on my own. I’m not a very seasoned traveler, but I made it to Leh. The trip took me through Dubai and Delhi. I got picked up from the airport by a friendly guy with a Royal Enfield sign. It was a short ride to the hotel, which looked new; lots of construction going on at the airport and around town. I could barely tell if it was day or night, but breakfast and coffee were ready at the hotel. It wasn’t about the riding. The Ladakh adventure was about seeing sights and doing things you never dreamed of. Most of the asphalt looked fresh, but the roads were often like paved motocross courses. WELCOME TO LEH When you arrive at that kind of altitude, they want you to take it easy. No riding, no strenuous activity, just time to acclimate to the thin air. It gave me a chance to get to know the other members of my group. They were as international as could be. There was a rider from Japan, and others from South Africa and Italy. Eight were from Turkey, including two women. Our leader was Pankaj Bishnoi, otherwise known as “Prince.” We took a taxi into town, walked around, bought T-shirts and had lunch. The taxi ride was a bit like Mr. Toad’s Wild Ride. You are supposed to drive on the left, but most of the roads are so small, everyone kind of drives in the middle. It’s like a game of chicken, with the locals moving over at the last second and just missing each other. Most of the asphalt looked fresh, but the roads were often like paved motocross courses. Regrouping was a necessary part of the procession. The skill levels in the group started at true beginner. Leaving on our first ride the next day was scary. It was a short ride up the mountain and then back to town, just to get used to the bike and the riding. I was mostly worried about driving on the left and not letting instinct and habit take over. One of the Turkish women came to the first intersection, dove to the right and almost hit a truck head-on. The locals drive aggressively and are quite comfortable with the never-ending game of chicken. So, I was riding on safety level 10 out of 10. I hung out at the back of the pack through town, but once away from the crowds, I became more comfortable. The roads up the mountain were in good shape, and the bike was very much in its element. We rode to a spot where two rivers merged, all barren but beautiful. The ride back was much more comfortable. DAY THREE This was the real start of the trek. It was a long ride, mostly on good roads with some nice curvy mountain sections, but some were rough and dirty. On the good roads, I was running at 100 kph, which was better than I expected. They say that internal combustion motors lose 3 percent of their power output per 1000 feet of altitude gain. That means the Royal Enfield Himalayan 450 must have been pretty decent at sea level, although it felt like a 200 up here. Wi-Fi was intermittent at the top of the world, so bring a good book. The ride started in the city of Leh at almost 12,000 feet above sea level. Then it went up. In the afternoon we encountered about 30 water crossings. The first was the biggest, causing a massive traffic jam in both directions. There were 10 to 20 people helping push stuck cars. We parked our bikes, and Prince and I walked part of it so we knew what to expect. We ended up riding through easily. Some of the other crossings were big enough to get your attention, as the water was moving fast. We soon arrived on Pangong Tso, which is a very large lake. It was at 13,862 feet and filled with salt water that froze in the winter. Half of the lake is said to belong to the autonomous region of Tibet, otherwise known as China. India controls 40 percent, and 10 percent is disputed. In the ’60s, India fought a brief war with China over boundaries in this area of the Himalayas. There are reminders of that conflict throughout Ladakh. The Royal Enfield Himalayan 450 was created with its namesake in mind. The bikes were unmodified for their excursion into the ozone. We were told that we would be staying at a new hotel for the night. As it turned out, there was no hotel, just a bunch of small tents and huts. Once shown my “room,” I found it was actually pretty nice with its own bath. I really wanted a shower, but no hot water came out no matter how long I waited. I was then told there is only hot water after 8 p.m., but they would be happy to bring me a bucket of manually warmed water. A few minutes later, a partially filled bucket was delivered with hot water. I added some cold water to get the right temp, used a large cup to pour it over my head, and it was perfect. Umling La is currently the highest “motorable” pass in the world, although there is considerable competition from the Andes in South America. ONWARD AND UPWARD On day four we left beautiful Pangong Tso and the last showers we would have for the next two nights. We started off on some dirt and gravel mixed with pavement. Most roads were only wide enough for one car, so everyone gives the necessary space. This whole area is very close to the China border, and we made a stop at the Rezang La War Memorial located at Chushul. It was built to honor the soldiers who fought in the 1962 Sino-Indian War. There was a lot of military presence in the area because of the proximity not only to China but also to Pakistan. There were numerous checkpoints, and we had to have our passports ready. At one point we had to wait at a gated road before we were granted passage. The road upward was their version of two lanes, which was enough for two small cars to pass. It was fairly fresh and clean, so we picked up the speed and played road racer around the corners. In the afternoon, off to the side of the road by a stream, we saw our tents set up for the next two nights. This was in an absolutely beautiful location in the heart of the Himalayas. We actually ate like kings that night. Most of the other meals were at local establishments and were nothing special, but the group organized its own cook for the camping portion of the adventure, and the food was outstanding. Khardung La was the highest pass in the world just a few years ago. The technology of making high-altitude roads has improved with time. ARRIVAL AT THE TOP OF THE WORLD Day five was literally the high point. We rode about 220 kilometers to Umling La, the highest paved road in the world. It seemed to be popular with motorcycle people, but the crazy thing was I saw a bunch of bicycles working their way up the pass. I spoke briefly with the lead guy who told me he had been on the bike for the last 40 days. Crazy. It was oddly crowded for such a remote place in the mountains. We stayed at the top for about 15 minutes to rotate people in and out of the photo area. On that day, my Japanese companion, Kimi, struggled with the altitude. A doctor travels with the ride to assist with any problems. We had a couple of crashes as well, so he was busy. Kimi recovered after taking in some pure oxygen, so we were all together at the high point in the pass. As for me, I was coping with the altitude better than expected. My doctor had prescribed medication that I took faithfully, and I was very careful not to exert myself. To be honest, the riding itself was not demanding. As long as you didn’t fall and have to pick up your bike, there were no issues. The record altitude for the trip: 19,024 feet plus one more well-earned foot. Whether it was the crowd or the altitude, it seemed like Prince didn’t want to linger at the top of the pass very long. We normally had to follow the leader, but this time he just told us to meet at the bottom for lunch. So, I finally had a chance to wick it up and had a blast coming down the hill. Even though it was tarmac, it was very bumpy, like a paved motocross track all the way to the bottom. I say “bottom,” but it was still higher than the top ski lift at Mammoth. Our chef met us with a great lunch next to a stream. From there, we backtracked to our camp through a little rain. An hour or so later the real rain hit hard, and the team put extra tarps over the tents. We all went to bed cold and worried about the next day. That second night of camping was the only time it got uncomfortably cold. At bedtime I wore the thermals that I had brought for layering under my riding suit. During the rest of the trip I was usually overdressed. Who goes to the highest mountains in the world and expects to be hot? A treadmill stress test and doctor’s approval was required before being accepted on the expedition. Supplemental oxygen and a traveling doctor were never far behind the group. We woke to no rain and a small spot of blue sky. By the time we left camp, it was warming up. The riding for the day consisted of virtually no real dirt, just 300 kilometers of rough tarmac. We had two riders hurt on the ride up to the pass and had lost another earlier due to sickness. One of the injured continued riding, and the other rode in one of the support trucks. The sick one recovered and rejoined the group. Like I said, the doctor was busy. Some of the participants, I discovered, had very little riding experience. Maybe they signed up for the big adventure without working their way through enough little adventures first. Those of us who were experienced riders struggled to be patient while others struggled with the ride itself. With the events of the previous day, the pace was understandably slowed down, so it was a long day in the saddle. For most of us, that day’s goal was to get to our hotel with a toilet and a hot shower. Even for a life-long motocrosser, camel riding can push the boundaries of your comfort zone. RIDE ON This was the day I had been waiting for—220 kilometers of mostly dirt roads and a little freedom to open the throttle. However, the plan soon changed. We were told it was due to the weather. They said the planned area of Zanskar received too much rain and would be too muddy. I think another part of the problem was that some members of the group were too inexperienced and had already suffered a few crashes on the pavement. I took it in stride. By that time I had developed a close bond with all my riding partners, so we were in this for each other. Would you call this a hotel? Traveling in the Himalayas means rewriting a number of definitions. The alternate route took us to Khardung La at 17,582 feet. Just a few years ago, this was the highest pass in the world. Then other countries like Bolivia joined the competition, only to be beaten by India again when Umling La was completed. It was a long, slow-paced ride to get there and very crowded at the top. We had to fight to get one group photo. They let us go on our own down the hill to meet at the bottom, so a few of us once again got the blood flowing and flew down the hill. We made it back to an obscure little spot with strange little huts for our quarters. We had to wait for hot water to be turned on and got a little Wi-Fi going, but only until 8 p.m., which was when they turned off the generator. The group consisted of 12 riders plus support personnel. In the remaining days we had a mix of adventure and sightseeing. In one town, we had the opportunity to do an off-the-bike adventure—camel riding. We rode the motorcycles to a livestock corral where we took lessons on how to ride a two-humped camel. It was like nothing I’d done before, and I had no idea what I was doing. The instructor told me to climb onto the kneeled camel and, when ready, to lean back. The camel got up with his front legs first, immediately followed by the back ones. I flopped back and forth without much to hold onto. We were guided on a little walk for some photos, then straight back. The camel dropped back down in the front first, and I almost flew over his head. For the camping portion of the trip, the organization supplied the best food in the mountains. The final ride back to Leh was about 130 kilometers. Most was backtracking, so the roads were familiar. This included the pass at Khardung La once again. Fortunately, it was not as crowded this time, and we were able to take some pictures. We ran a very safe pace down from the pass to where we had started a lifetime ago. Now, after three days of air travel, I’m back at sea level in Southern California. The air doesn’t feel much different. I’m not sure if I’m that different, either. But, I’ve learned a great deal about different places, new people, and even myself. Given enough time, I’m sure it will all fall into the proper perspective. Who knows? I might even forgive Ron someday. The post RIDING THE HIMALAYAS: HIGH ADVENTURE WITH ROYAL ENFIELD appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Rachel Gutish won both days of the German GP last weekend to become the first American World EnduroGP Champion. The feat has been attempted by others in the past including Ricky Detrich and Taylor Robert, but Gutish pulled off a remarkable season, finishing first or second in each of eight rounds on a Rieju two-stroke. She can add that to the Enduro Of Nations championship she earned last month, and might even pull off a U.S. Enduro title this year. The following is a press release from the American Motorcyclist Association. Photos: FIM EnduroGP The American Motorcyclist Association congratulates Rachel Gutish for her historic FIM EnduroGP championship season, in which she became the first American to claim a title in the series’ history. Competing for the Rieju Factory Team, Gutish entered the final round of the season on Saturday, Oct. 19, with an 11-point lead, and thanks to another victorious performance in Germany, locked up the championship. “Gutish’s recent win is significant for the United States, and we’re proud of this young woman who has also been a staple on our dominant ISDE Women’s Trophy Team for the past several years,” AMA President and CEO Rob Dingman said. “She is an outstanding talent and represented her country well.” Gutish finished the historic campaign with 145 total points, clearing second-place finisher and teammate Rosie Rowett of Great Britain by 19 points. En route to the championship, Gutish secured victories in three of the last four events, capping off her dominant run for the title. It’s yet another outstanding achievement from Gutish, who has won four FIM International Six Day Enduro gold medals as a member of the U.S. Women’s World Trophy Team. “It’s hard to put into words just how much this means to me, to be the first American to win an FIM EnduroGP World Championship,” Gutish said. “I’m proud of myself, proud of my country, and grateful to everyone who’s helped me and cheered me on from back home. It’s been a lot of work to get to this moment. I’m speechless, but super happy.” STANDINGS, 2025 WOMEN’S WORLD ENDURO CHAMPIONSHIP 1. GUTISH Rachel USA RIEJU 145 2. ROWETT Rosie GBR RIEJU 126 3. NOCERA Francesca ITA HONDA 107 4. MARTEL Justine FRA BETA 91 5. HOLT Vilde Marie NOR KTM 86 6. HOLMES Nieve GBR SHERCO 73 7. GONCALVES Joana POR HUSQVARNA 70 8. LEMOINE Marine FRA KTM 62 9. LAFONT Lorna FRA SHERCO 59 10. TETT Elizabeth GBR TM MOTO 59 11. SAN MIGUEL Maria ESP RIEJU 58 12. DAVIES Delun GBR TM MOTO 20 13. MEIER Lea GER SHERCO 12 14. HALL Emily GBR BETA 11 15. KOZLOWSKA Maja POL KTM 10 16. LAGHER Hanna SWE BETA 8 17. AHLSTROM Matilda SWE HUSQVARNA 8 18. HEISTERMANN Celine GER BETA 7 The post RACHEL GUTISH BECOMES FIRST AMERICAN ENDURO GP CHAMPION appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

 Team Australia dominated the MX of Nations in Crawfordville, Indiana this weekend with Hunter Lawrence, Jett Lawrence and Kyle Webster teaming up for the second consecutive year. The U.S. team of Eli Tomac, Justin Cooper and RJ Hampshire was in front after the first moto but eventually settled for second after the final moto where RJ Hampshire crashed out of the race. Eli Tomac’s second place in Race Three was the highlight for the U.S. team in an event that saw numerous crashes and mishaps, even from the winning team. RACE 1, MXGP & MX2 1. LAWRENCE, Jett AUS 2. COENEN, Lucas BEL 3. GAJSER, Tim SLO 4. TOMAC, Eli USA 5. FEBVRE, Romain FRA 6. FERNANDEZ, Ruben ESP 7. GIFTING, Isak SWE 8. DE WOLF, Kay NED 9. VALIN, Mathis FRA 10. COOPER, Justin USA 11. SEEWER, Jeremy SUI 12. ADAMO, Andrea ITA 13. MC LELLAN, Camden RSA 14. LOPES, Enzo BRA 15. WEBSTER, Kyle AUS 16. FARRES, Guillem ESP 17. HAARUP, Mikkel DEN 18. ROCZEN, Ken GER 19. REISULIS, Karlis Alberts LAT 20. COENEN, Sacha BEL 21. TALVIKU, Jorgen-Matthias EST 22. GILBERT, Josh GBR 23. RODRIGUEZ, Anthony VEN 24. GREUTMANN, Nico SUI 25. CAIROLI, Antonio ITA 26. TIBURCIO, Bernardo BRA 27. REISULIS, Janis Martins LAT 28. GERHARDSSON, Albin SWE 29. GUNDERSEN, Pelle NOR 30. PARN, Joosep EST 31. OKURA, Yuki JPN 32. OSTERHAGEN, Hakon NOR 33. PEKLAJ, Jaka SLO 34. BADIALI, Carlos VEN 35. SMITH, Slade RSA 36. NAKAJIMA, Soya JPN 37. WALSH, Dylan GBR 38. LÄNGENFELDER, Simon GER DNS COLDENHOFF, Glenn DNS SMITH, Magnus RACE 2, OPEN & MX2 1. LAWRENCE, Hunter AUS 2. SHIMODA, Jo JPN 3. PANCAR, Jan SLO 4. EVERTS, Liam BEL 5. RENAUX, Maxime FRA 6. BONACORSI, Andrea ITA 7. HAMPSHIRE, RJ USA 8. DE WOLF, Kay NED 9. VLAANDEREN, Calvin NED 10. COOPER, Justin USA 11. JONASS, Pauls LAT 12. ADAMO, Andrea ITA 13. WEBSTER, Kyle AUS 14. VALIN, Mathis FRA 15. HAARUP, Mikkel DEN 16. FARRES, Guillem ESP 17. REISULIS, Janis Martins LAT 18. MC LELLAN, Camden RSA 19. KULLAS, Harri EST 20. ÖSTLUND, Alvin SWE 21. COENEN, Sacha BEL 22. SPIES, Maximilian GER 23. MEWSE, Conrad GBR 24. GREUTMANN, Nico SUI 25. TIBURCIO, Bernardo BRA 26. GARCIA, Francisco ESP 27. DUROW, Cameron Anthony RSA 28. SANTOS, Fabio BRA 29. GERHARDSSON, Albin SWE 30. PARN, Joosep EST 31. NAKAJIMA, Soya JPN 32. BADIALI, Carlos VEN 33. GUNDERSEN, Pelle NOR 34. LOCURCIO, Lorenzo VEN 35. GUILLOD, Valentin SUI 36. FREDRIKSEN, Hakon NOR 37. PEKLAJ, Jaka SLO 38. FREDSOE, Mads DEN 39. WALSH, Dylan GBR DNS LÄNGENFELDER, Simon DM RACE 3, MXGP & OPEN 1. LAWRENCE, Hunter AUS 2. TOMAC, Eli USA 3. LAWRENCE, Jett AUS 4. GAJSER, Tim SLO 5. FEBVRE, Romain FRA 6. SHIMODA, Jo JPN 7. EVERTS, Liam BEL 8. GIFTING, Isak SWE 9. RENAUX, Maxime FRA 10. COENEN, Lucas BEL 11. GUILLOD, Valentin SUI 12. ROCZEN, Ken GER 13. CAIROLI, Antonio ITA 14. PANCAR, Jan SLO 15. BONACORSI, Andrea ITA 16. SEEWER, Jeremy SUI 17. JONASS, Pauls LAT 18. MEWSE, Conrad GBR 19. LOPES, Enzo BRA 20. KULLAS, Harri EST 21. ÖSTLUND, Alvin SWE 22. TALVIKU, Jorgen-Matthias EST 23. GILBERT, Josh GBR 24. REISULIS, Karlis Alberts LAT 25. GARCIA, Francisco ESP 26. SANTOS, Fabio BRA 27. DUROW, Cameron Anthony RSA 28. RODRIGUEZ, Anthony VEN 29. OKURA, Yuki JPN 30. SPIES, Maximilian GER 31. SMITH, Slade RSA 32. OSTERHAGEN, Hakon NOR 33. HAMPSHIRE, RJ USA 34. FERNANDEZ, Ruben ESP 35. VLAANDEREN, Calvin NED 36. FREDRIKSEN, Hakon NOR 37. FREDSOE, Mads DEN DNS COLDENHOFF, Glenn DNS SMITH, Magnus DNS LOCURCIO, Lorenzo Nations Classification 1 Australia 19 1 Race 3 LAWRENCE, Hunter MA Honda 1 Race 2 LAWRENCE, Hunter MA Honda 1 Race 1 LAWRENCE, Jett MA Honda 3 Race 3 LAWRENCE, Jett MA Honda 13 Race 2 WEBSTER, Kyle MA Honda 15 Race 1 WEBSTER, Kyle MA Honda 2 USA 33 2 Race 3 TOMAC, Eli AMA Yamaha 4 Race 1 TOMAC, Eli AMA Yamaha 7 Race 2 HAMPSHIRE, RJ AMA Husqvarna 10 Race 2 COOPER, Justin AMA Yamaha 10 Race 1 COOPER, Justin AMA Yamaha 33 Race 3 HAMPSHIRE, RJ AMA Husqvarna 3 France 33 5 Race 2 RENAUX, Maxime FFM Yamaha 5 Race 3 FEBVRE, Romain FFM Kawasaki 5 Race 1 FEBVRE, Romain FFM Kawasaki 9 Race 3 RENAUX, Maxime FFM Yamaha 9 Race 1 VALIN, Mathis FFM Kawasaki 14 Race 2 VALIN, Mathis FFM Kawasaki 4 Belgium 43 2 Race 1 COENEN, Lucas FMB KTM 4 Race 2 EVERTS, Liam FMB Husqvarna 7 Race 3 EVERTS, Liam FMB Husqvarna 10 Race 3 COENEN, Lucas FMB KTM 20 Race 1 COENEN, Sacha FMB KTM 21 Race 2 COENEN, Sacha FMB KTM 5 Slovenia 57 3 Race 2 PANCAR, Jan AMZS KTM 3 Race 1 GAJSER, Tim AMZS Honda 4 Race 3 GAJSER, Tim AMZS Honda 14 Race 3 PANCAR, Jan AMZS KTM 33 Race 1 PEKLAJ, Jaka AMZS Husqvarna 37 Race 2 PEKLAJ, Jaka AMZS Husqvarna 6 Italy 58 6 Race 2 BONACORSI, Andrea FMI Fantic 12 Race 2 ADAMO, Andrea FMI KTM 12 Race 1 ADAMO, Andrea FMI KTM 13 Race 3 CAIROLI, Antonio FMI Ducati 15 Race 3 BONACORSI, Andrea FMI Fantic 25 Race 1 CAIROLI, Antonio FMI Ducati 7 Sweden 84 7 Race 1 GIFTING, Isak SVEMO Yamaha 8 Race 3 GIFTING, Isak SVEMO Yamaha 20 Race 2 ÖSTLUND, Alvin SVEMO Triumph 21 Race 3 ÖSTLUND, Alvin SVEMO Triumph 28 Race 1 GERHARDSSON, Albin SVEMO Husqvarna 29 Race 2 GERHARDSSON, Albin SVEMO Husqvarna 8 Switzerland 86 11 Race 3 GUILLOD, Valentin SWISSMOTO Yamaha 11 Race 1 SEEWER, Jeremy SWISSMOTO Ducati 16 Race 3 SEEWER, Jeremy SWISSMOTO Ducati 24 Race 2 GREUTMANN, Nico SWISSMOTO Husqvarna 24 Race 1 GREUTMANN, Nico SWISSMOTO Husqvarna 35 Race 2 GUILLOD, Valentin SWISSMOTO Yamaha 9 Latvia 88 11 Race 2 JONASS, Pauls LAMSF Kawasaki 17 Race 3 JONASS, Pauls LAMSF Kawasaki 17 Race 2 REISULIS, Janis Martins LAMSF Yamaha 19 Race 1 REISULIS, Karlis Alberts LAMSF Yamaha 24 Race 3 REISULIS, Karlis Alberts LAMSF Yamaha 27 Race 1 REISULIS, Janis Martins LAMSF Yamaha 10 Spain 89 6 Race 1 FERNANDEZ, Ruben RFME Honda 16 Race 2 FARRES, Guillem RFME Triumph 16 Race 1 FARRES, Guillem RFME Triumph 25 Race 3 GARCIA, Francisco RFME Kawasaki 26 Race 2 GARCIA, Francisco RFME Kawasaki 34 Race 3 FERNANDEZ, Ruben RFME Honda 11 Japan 99 2 Race 2 SHIMODA, Jo MFJ Honda 6 Race 3 SHIMODA, Jo MFJ Honda 29 Race 3 OKURA, Yuki MFJ Honda 31 Race 2 NAKAJIMA, Soya MFJ Yamaha 31 Race 1 OKURA, Yuki MFJ Honda 36 Race 1 80 NAKAJIMA, Soya MFJ Yamaha 12 Brazil 110 14 Race 1 LOPES, Enzo CBM Yamaha 19 Race 3 LOPES, Enzo CBM Yamaha 25 Race 2 TIBURCIO, Bernardo CBM Honda 26 Race 3 SANTOS, Fabio CBM Yamaha 26 Race 1 TIBURCIO, Bernardo CBM Honda 28 Race 2 SANTOS, Fabio CBM Yamaha 13 Estonia 112 19 Race 2 KULLAS, Harri EMF Yamaha 20 Race 3 KULLAS, Harri EMF Yamaha 21 Race 1 TALVIKU, Jorgen-Matthias EMF Yamaha 22 Race 3 TALVIKU, Jorgen-Matthias EMF Yamaha 30 Race 2 PARN, Joosep EMF GASGAS 30 Race 1 PARN, Joosep EMF GASGAS 14 Rep. of South Africa 116 13 Race 1 MC LELLAN, Camden MSA Triumph 18 Race 2 MC LELLAN, Camden MSA Triumph 27 Race 3 DUROW, Cameron Anthony MSA KTM 27 Race 2 DUROW, Cameron Anthony MSA KTM 31 Race 3 SMITH, Slade MSA Honda 35 Race 1 SMITH, Slade MSA Honda 15 Germany 120 12 Race 3 ROCZEN, Ken AMA Suzuki 18 Race 1 ROCZEN, Ken DMSB Suzuki 22 Race 2 SPIES, Maximilian DMSB KTM 30 Race 3 SPIES, Maximilian DMSB KTM 38 Race 1 LÄNGENFELDER, Simon DMSB KTM 16 Great Britain 123 18 Race 3 MEWSE, Conrad ACU Honda 22 Race 1 GILBERT, Josh ACU Honda 23 Race 2 MEWSE, Conrad ACU Honda 23 Race 3 GILBERT, Josh ACU Honda 37 Race 1 WALSH, Dylan ACU Kawasaki 39 Race 2 WALSH, Dylan ACU Kawasaki 17 Venezuela 151 23 Race 1 RODRIGUEZ, Anthony FMV KTM 28 Race 3 RODRIGUEZ, Anthony FMV KTM 32 Race 2 BADIALI, Carlos FMV Yamaha 34 Race 2 LOCURCIO, Lorenzo FMV GASGAS 34 Race 1 BADIALI, Carlos FMV Yamaha 18 Norway 162 29 Race 1 GUNDERSEN, Pelle NMF Husqvarna 32 Race 3 OSTERHAGEN, Hakon NMF KTM 32 Race 1 OSTERHAGEN, Hakon NMF KTM 33 Race 2 GUNDERSEN, Pelle NMF Husqvarna 36 Race 3 FREDRIKSEN, Hakon NMF Yamaha 36 Race 2 FREDRIKSEN, Hakon NMF Yamaha 19 The Netherlands 60 8 Race 2 DE WOLF, Kay KNMV Husqvarna 8 Race 1 DE WOLF, Kay KNMV Husqvarna 9 Race 2 VLAANDEREN, Calvin KNMV Yamaha 35 Race 3 VLAANDEREN, Calvin KNMV Yamaha 20 Denmark 107 15 Race 2 HAARUP, Mikkel DMU Triumph 17 Race 1 HAARUP, Mikkel DMU Triumph 37 Race 3 FREDSOE, Mads DMU Husqvarna 38 Race 2 FREDSOE, Mads DMU Husqvarna 21 Austria 9 22 Canada 10 23 Finland 17 24 Chile 21 25 Uruguay 34 26 Israel 36 27 Argentina 37 28 FIM Asia 39 29 Ireland 40 30 FIM LATAM 42 31 Morocco 42 32 Costa Rica 66 33 Mexico 9 34 Iceland 12 35 Ukraine 24 36 Puerto Rico 24 37 Honduras 12 The post 2025 MX OF NATIONS RESULTS appeared first on Dirt Bike Magazine. 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With the prospect of an 11-bike 450 motocross shootout next month, we’ve been spending a fair amount of time wrestling with the obvious question: How the heck are we going to do that? So, we’ve been looking at mega shootouts from past years. The one that really stands out was the 12-bike shootout from 2022. But there have been others. In the June, 2000 print issue of Dirt Bike, we had a nine-bike off-road shootout. In truth, it was a seven-bike 400 four-stroke shootout with two versions of the Suzuki DR-Z400 (kickstart and E-start). Then we had the ultimate showdown between the best four-stroke and the best two-stroke, which was the KTM 250EXC. Here’s how we rated them. 2000 Honda XR400R HONDA XR400R TECH Air-cooled, single overhead cam Oil carried in frame Five-speed gearbox No-tool side-access air filter Nearly unchanged since 1996 Price: $5299 Weight w/o fuel: 265 lb. XR STRONG POINTS Excellent low-rpm power delivery Easy to ride Excellent brakes, clutch XR WEAK POINTS Old-fashion ergonomics Dated motor Poor top-end power Kickstarter flops in and out Steel rear brake pedal 2000 Husaberg FE400 HUSABERG TECH Simple, SOHC liquid-cooled engine Uses crank pressure as oil pump Hydraulic clutch No linkage Only one air filter element for 2000 Load-sensitive ignition Price: $7068 Weight w/o fuel: 240 lb. ‘BERG STRONG POINTS Super light weight Great torque Revs so high only dogs can hear it Competitive racer at any level ‘BERG WEAK POINTS Weird clutch feel Hard-turn throttle Wide fuel tank Requires aggressive riding 2000 Husqvarna TE410 HUSQVARNA TE410 TECH New bodywork & ergos New steering geometry Single-sided pipe Side-access air filter Price: $6199 Weight w/o fuel: 260 lb. HUSKY STRONG POINTS Smooth tractable power Strong brakes Spread out, comfortable rider position Tractable, smooth power HUSKY WEAK POINTS Sleepy throttle response Kind of slow Creaky clutch cable Hard-turn throttle Too much vibration 2000 KTM 400EXC KTM 400EXC TECH Liquid-cooled, SOHC motor Same carb as a 1999 YZ400 Japanese ignition Electric starter AND kickstarter Price: $6995 Weight w/o fuel 257 lb. KTM STRONG POINTS Unbelievably light for an E-start bike Feels light, too Versatile suspension Great throttle response Roomy layout Hydraulic clutch works flawlessly KTM WEAK POINTS Mushy front brake Slight headshake at speed Rejetting necessary for mild elevation increases 2000 Suzuki DRZ400 SUZUKI DRZ400 TECH Available in electric or kick start A kickstarter can be installed on the E version Liquid-cooled, DOHC engine very YZ-like Side-access airbox Electric start version: $5349 Kick start version: $5249 Weight w/o fuel: kick version: 268 lb. Weight w/o fuel: E-version: 277 lb. DRZ STRONG POINTS Great low-end power Great top-end power Slim Super-quiet muffler you don’t have to chuck DRZ WEAK POINTS Tall seat height Rearward-sloping seat Cramped riding position Mushy suspension Battery can be drained by leaving key on. 2000 Yamaha WR400F YAMAHA WR400 TECH DOHC liquid-cooled five-valve Electric sensors & gadgets everywhere New steering geometry Price: $5899 Weight w/o fuel: 265 lb. WR STRONG POINTS Excellent top-end power Great suspension Super-stable at speed WR WEAK POINTS Sleepy low-end power Seat position too far back Goofy throttle stop is standard Stock pipe is too loud or too quiet 2000 VOR 400E VOR 400 TECH Gear-driven SOHC Backwards kickstarter Bolt-together frame Crank pressure works as oil pump Magnesium cases Price: $7500 Weight w/o fuel: 258 lb. VOR STRONG POINTS Super smooth power delivery Beautiful workmanship Easy to start Surprisingly agile Flawless hydraulic clutch VOR WEAK POINTS Big feel Harsh suspension Slightly unstable at speed RATINGS OVERALL SUSPENSION, HIGH SPEED PEAK POWER Yamaha Husaberg Suzuki KTM VOR Husky Honda LOW-END POWER Honda Suzuki KTM Husaberg VOR Yamaha Husky The Honda and Suzuki are super close on the bottom. The Yamaha could be boosted to the top if it had YZ cam timing. SUSPENSION, SLOW SPEED KTM Yamaha Husaberg Honda Suzuki Husky VOR Both the KTM and the Yamaha are a notch above the others. The Suzuki and Honda are good in the slow stuff, but don’t try to upshift. SUSPENSION, HIGH-SPEED Yamaha KTM Husaberg Honda VOR Husqvarna Suzuki The Yamaha clearly has a western heritage. The Suzuki is truly bad in high-speed whoops. TURNS Honda KTM Suzuki Husaberg VOR Yamaha Husky There are all kinds of turns. This is a rating for super tight stuff. As the speeds increase, the Suzuki and the Honda drop in the standings while the VOR, the Husky and the Yamaha go up. STABILITY Husky Yamaha KTM Husaberg Honda Suzuki VOR Actually, only the Husky and the Yamaha are truly stable at speed. The other five are just different shades of twitchy. DETAILS VOR KTM Yamaha Husqvarna Suzuki Husaberg Honda The VOR is a virtual museum piece, with amazing attention to detail. Honda should be embarrassed by the floppy kickstarter, bendable brake levers and ill-fitting air filters that their riders have to put up with. CONCLUSION It might be a question without an answer. Every time a hot new four-stroke hits us between the eyes, the Question comes up again. If it’s so good, is it better than a top two-stroke? The answer usually is the same: It depends. Now The Question is even more confounding than ever. We just finished a comparison of the hottest 400cc four-stroke enduro bikes ever, with the new KTM 400EXC coming out on top. And last month we declared that the KTM 250EXC was the best 250cc two-stroke enduro bike. So there was no question in our minds that a KTM is the ultimate off-road bike. We just had no idea which one. 2000 KTM 250EXC 250EXC vs. 400EXC 38 horsepower vs. 39.5 235 pounds vs. 257 Five-speed vs. six 78 mph top speed vs. 91 Kick vs. electric start $5898 vs. $6698 The two best off-road bikes of 2000 were the KTM 400EXC and the KTM 250EXC. BOTTOM LINE: We love the 400, and given a choice we’ll ride it for fun. But the 250 still is a more efficient tool for conquering the worst trails. It’s a no-frills, race-oriented machine. So it’s a question of whether you ride for pure fun, or you ride to go faster than the next guy. Frankly, we believe you need to have both. The post MEGA SHOOTOUTS OF THE PAST: 2000 400cc FOUR-STROKES–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

DESMO450 EDX The post DUCATI GOES OFF-ROAD ! ALL NEW DESMO450 EDX (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Ducati has just announced its first-ever closed-course competition off-road motorcycle. The Desmo450 EDX is a cross-country version of the Desmo450 MX. It will feature off-road suspension tuning, a larger fuel tank, an 18-inch rear wheel, hand guards and a skid plate. The full Ducati press release follows: 2026 Ducati Desmo450 EDX Ducati Desmo450 EDX, Ducati’s Enduro-Cross for Cross-Country and Enduro racing A Ducati 450cc Enduro-Cross bike made to cater to the needs of professionals and amateurs An increased range fuel tank, specifically tuned Showa suspension, and dedicated wheelset with an 18” rear wheel means that the Desmo450 EDX is ready to compete at cross-country events The Ducati Desmo450 EDX will start deliveries at North American Ducati Off-road dealers in January 2026 Sunnyvale, California, October 3, 2025 – The Desmo450 EDX is Ducati’s answer for riders looking to compete in Enduro events. Based on the Desmo450 MX, this is a lightweight, highly advanced, yet essential motorcycle designed to meet the needs of both amateurs and professionals, thanks to the performance of its Desmo engine, an easy-to-ride chassis suitable for riders of all skill levels, and the sophistication of Ducati’s advanced electronic package, which includes the first-ever closed-loop off-road ready traction control. A bike born from Ducati’s longstanding philosophy: experimenting and testing solutions in racing competitions to then bring them to production bikes, also drawing from Ducati Corse’s experience in MotoGP and Superbike. A light and reliable bike, with benchmark performance in the category. The Desmo450 EDX, just like the MX, is thus capable of amplifying the riding skills of riders, whether professional or amateur, offering the confidence that allows them to push their limits forward. The championship-winning base of the Desmo450 MX has been developed to tackle Enduro races. A dedicated 2.25 US gal (8.5 l) fuel tank, that connects to a specific seat and set of shrouds, widens the range of the EDX, a different wheelset – with the 18” rear wheel and Pirelli Scorpion XC Mid-Soft tires – and dedicated suspension tuning adapts the chassis to the disciplines of Enduro riding. A set of handguards, a skid plate, and a side stand, included in the standard offering, complete the description of an Enduro race-ready bike. Single-cylinder engine with Desmodromic distribution control The Desmo450 EDX engine is equipped with Desmodromic distribution, the system used on all Ducati racing bikes, including those in MotoGP. This feature offers several advantages to the Desmo450—allowing the engine to run at very high revs, providing greater power that increases the chances of starting faster than rivals, while also making the bike easier to handle in tight passages. The Desmo450 EDX, in fact, provides a strong torque curve at low revs, ensuring an abundance of power out of corners, with a linear delivery and unprecedented acceleration for the category. This unique power delivery curve, which provides the rider with 70% of the maximum torque at 4,200 rpm, makes the Desmo450 EDX less demanding and tiring than a traditional 450, to the full advantage of performance and riding enjoyment. This was made possible thanks to the Desmodromic distribution, which, by reducing the energy needed to open the valves, allows for more aggressive lift diagrams even when choosing large diameters for the valves themselves. The maximum power of the Desmo450 engine is 63.5 hp at 9,400 rpm, and the maximum torque delivered is 39.5 ft-lb at 7,500 rpm. The limiter intervention is set at 11,900 rpm, a new benchmark for the category. Chassis The chassis of the Desmo450 EDX is built on the same aluminum perimeter frame as the MX version. This layout was chosen to create a lightweight structure, allowing the engine to have intake and exhaust ducts as straight as possible, thus ensuring maximum performance. The technicians at Borgo Panigale have successfully designed a frame weighing 19.75 lb, mainly by reducing the number of welds, which achieves the goals of lightness, reliability, and rigidity. The frame plays a key role in keeping the bike’s weight low, with a ready-to-use weight of 236.1 lb without fuel. The extremely compact frame was also designed to ensure the best ergonomics for the rider, while also facilitating quick and easy maintenance in the workshop or on the track, where operations such as disassembling the shock absorber can be carried out efficiently. The latter is mounted in a central position and operates on a cast aluminum swingarm and a forged aluminum linkage. The suspension of the Desmo450 EDX receives a new, Enduro-specific tuning. The closed-cartridge Showa fork is fully adjustable, featuring 49 mm inverted stems, 310 mm of travel, Kashima Coating treatment on the stanchions, new .47kg/mm (4.6 N/mm) springs, and specifically tuned damping. The shock absorber is fully adjustable and offers 301 mm of wheel travel. Here again, the spring rate of 4.49 kg/mm (44 N/mm) has been specifically tuned for Enduro riding, and the damping has been tuned to match the new spring. Additionally, the wheelset is dedicated to the EDX, featuring Takasago Excel aluminum rims and Alpina spokes in 21” x 1.60” and 18” x 2.15” sizes, fitted with Pirelli Scorpion XC Mid-Soft tires, 80/100-21” and 110/90-18”. As for the braking system, Ducati has also chosen to collaborate with its long-standing partner, Brembo. There is a two-piston floating caliper at the front, and a single-piston caliper at the rear. Galfer brake discs are 260 mm at the front and 240 mm at the rear. Electronics Ducati’s experience in MotoGP and Superbike allowed the Borgo Panigale technicians to introduce a genuine traction control system on the Desmo450 EDX, one that offers benefits in terms of lap time, rider safety, and energy savings while riding. Unlike the systems currently available in the segment, the Ducati Traction Control (DTC) implemented on the Desmo450 EDX is a true closed-loop system which calibrates the power cut based on the actual rear wheel slippage and inertial measurements of the vehicle dynamics, thus guaranteeing an effective, prompt and linear intervention. This system is able to identify moments in which it should not come into action, such as jumps, automatically excluding itself. Furthermore, if the rider identifies points on the track where he wants to utilize all the engine’s performance, he can deactivate the system by applying light pressure to the clutch lever. The control will automatically return to operation a few moments later. Ducati Traction Control offers four different levels of intervention. The electronic equipment also includes Launch Control and Engine Brake Control, which, like DTC, can be configured on different levels of intervention and associated with two Riding Modes that the rider can adapt to his needs and the characteristics of the track via the X-Link App. The gearbox is equipped with a Quickshifter in engagement. Maintenance intervals The maintenance intervals have been strategically developed to reduce costs for the customer. Piston replacement is set at 45 hours, together with the valve clearance check, while the total engine overhaul is set at 90 hours, benchmark values ​​for the segment. Accessories Ducati Performance offers many special parts to enhance the looks and performance of the Desmo450 EDX. The accessory range includes factory components machined from solid, such as wheel hubs and triple clamps, as well as a complete exhaust system, Akrapovič titanium slip-on silencer, and Brembo Racing brake calipers. Finally, to complete the Factory look, the Ducati Performance catalog offers an entire technical collection created in collaboration with Drudi Performance. The selection includes a full Alpinestars set consisting of a jersey, pants, gloves, and boots, along with an Arai helmet, wind vest, softshell, and Spidi rain jacket. Availability The Desmo450 EDX is scheduled to arrive in North America in January of 2026 and is priced at $12,495 in the United States, with subsequent releases in Indonesia and the Philippines. Desmo450 EDX Color Ducati Red Main standard features Desmo450 single-cylinder engine, 449.6 cc Maximum power of 63.5 hp at 9,400 rpm, Maximum torque of 39.5 ft-lb at 7,500 rpm Twin-spar Aluminum frame 2.25 US gal (8.5 l) fuel tank Showa 49 mm upside-down closed cartridge forks, fully adjustable, 310 mm travel and Kashima Coating on the outer tube: dedicated spring rate .47 kg/mm (4.6 N/mm) and valving Showa fully adjustable (hi/low speed) monoshock, 301 mm wheel travel, with 50 mm piston: dedicated spring rate 4.49 kg/mm (44 N/mm) and valving Cast aluminum swingarm Wet weight without fuel 236.1 lb Brembo braking system with single Galfer discs, 260 mm (front) and 240 mm (rear) DID chain final transmission Takasago Excel aluminum rims with Alpina spokes, 21” x 1.60” and 18” x 2.15” Pirelli Scorpion XC Mid-Soft tires, 80/100-21” and 110/90-18” 2 Power Modes, 2 Riding Modes Riding Modes configurable via the accessory X-Link app New generation electronics package with Ducati Traction Control (DTC), Power Launch, Quick Shift, and Engine Brake Control Piston replacement every 45 hours Valve clearance check every 45 hours The post DUCATI LAUNCHES DESMO450 EDX–FIRST OFF-ROAD MODEL appeared first on Dirt Bike Magazine. 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PRESS RELEASE: Triumph Motorcycles has announced the launch of its first electric youth motorcycles; the new Triumph TXP range, powered by OSET. Since joining the Triumph family in 2022, the OSET team has been working alongside Triumph’s world-renowned design and engineering team to further develop their championship-winning trials technology. The new Triumph TXP range is the result of that collaboration; two new models with scalable electric performance, premium design, and built-in safety features. Supporting youth riders at every stage of their development, from finding their balance to mastering technical terrain, both bikes are engineered from the ground up with age-specific frames, geometry, controls, and components. Everything is scaled and optimized for the rider’s size and experience. Building upon the proven foundation of OSET’s pioneering technology and enhanced by Triumph’s design and engineering expertise, the new TXP models feature a lightweight chassis, advanced rider ergonomics, a unique 2-in-1 modular set-up, and Triumph’s striking Performance Yellow and Graphite Black livery. The new Triumph TXP range starts with the TXP-12 for children as young as three, followed by the TXP-16. Available to order now at select Triumph dealerships in North America, with pre-Christmas delivery, the TXP range is the ultimate gift for adventurous families. Each TXP model features a brushless motor for smooth, predictable power, scaled to rider age and experience. From the 600W TXP-12 to the 765W TXP-16, the range delivers responsive torque with adjustable throttle response, speed, and power. Smart control systems include FOC (Field-Oriented Control), a motor management system that applies magnetic fields at optimal intervals to deliver maximum torque and smooth response, and Active Power Stabilization (APS), that ensures consistent power output even as the battery depletes, maintaining peak performance throughout the ride. High-capacity lithium batteries feature IP67-rated waterproofing and diagnostic support for added reliability. The TXP bikes are built on lightweight steel frames with age-specific geometry, two seat height options and child-friendly ergonomics. Suspension setups are scaled to rider size, with adjustable forks and shocks supporting growth and varied terrain. Each bike is designed to grow with the rider, with tool-free configuration changes and intuitive control layouts. The braking systems ensures safe, progressive stopping power. Each model is extensively tested in off-road environments and built to Triumph’s high standards, with premium specifications that mirror its full-size off-road motorcycles. Robust safety systems ensure peace of mind for parents and create secure, confidence-building experiences for young riders. Age-appropriate controls and ergonomics support safe, confident riding. Features include magnetic safety lanyards and PIN-protected parental speed controls, two-stage startup sequences and IP67-rated water-resistant electronics. The TXP’s unique 2-in-1 modular design, features a removable seat and mudguard, enabling parents and riders to switch easily between seated off-road riding (XPlore mode) and standing trials-style (Trials mode). Nick Bloor – Chief Executive Officer, Triumph Motorcycles “The TXP range represents an exciting new chapter for Triumph. Since bringing OSET into the Triumph family, we’ve blended our expertise to develop a range that’s not only technically advanced but also rooted in real-world riding experience. By combining our off-road race-winning engineering experience with OSET’s proven electric trials expertise, we have created a product line that can empower the next generation of riders. As a family business, I’m excited to see families riding Triumphs together, sharing the joy of motorcycling across generations. Riding an electric bike helps young riders develop motor skills, balance, and coordination, but it also builds confidence and a lifelong love for motorcycling.” Ian Smith – OSET Founder “Being part of Triumph has given OSET the platform to scale our technology and reach new riders. The TXP range carries forward everything we’ve built, from trials championships to community riding. With the support of Triumph dealers across the world we can reach more families, support more communities, and continue to evolve the technology that’s helped thousands of young riders discover the thrill of two wheels. It’s about taking fun seriously, and building the future of the sport.” TXP-12: The Perfect Start for the Youngest Riders The TXP-12 is designed for children aged 3 to 5, offering a safe and confidence-building introduction to motorcycling. With its lightweight steel frame, the TXP-12 is just 50.05 lbs (22.7kg) in Trials set up, making it easy to lift, maneuver, and control. Its low seat height, just 14.17 in. (360mm) in Trials mode, and 17.52 in. (445mm) in Explore mode, allows young riders to plant both feet firmly on the ground, while child-sized grips and short-reach brake levers ensure comfortable operation. The compact chassis has a 26.58 in. (675mm) wheelbase, 5.98 in. (152mm) ground clearance, and low 25.59 in. (650mm) handlebar height, creating balance and low-speed stability for small riders. The TXP-12 features a 50mm front fork, plus a 60mm coil rear shock with preload adjustability for growing riders. The TXP-12 has a Triumph-tuned 600W 43V brushless motor, and the sealed, high-capacity battery pack provides up to three hours of light riding or shorter sessions at full power in trials mode. An integrated LED panel shows real-time battery state of charge so riders or parents can easily monitor usage, and charging is made easy with tool-free battery removal, a twist-lock connector and built-in carry handle. A secure PIN-protected keypad that adjusts power, speed up to 14mph, and throttle response across four levels, ensures parents remain in control. The bike’s magnetic safety lanyard and two-stage startup system add layers of protection, while IP67-rated electronics keep the bike safe from water and dust. The TXP-12 features Triumph’s unique 2-in-1 modular set up, featuring a removable seat and modular mudguard, helping build balance and coordination from the earliest stages. TXP-16: The Next Step in Confidence, Power, and Control For riders aged 5 to 7, the TXP-16 builds on the foundation of the TXP-12 with increased power, upgraded suspension, and a slightly larger chassis. Its 765W 43V motor delivers more torque and a top speed of 19mph, while maintaining the smooth, predictable throttle feel that helps young riders develop control and confidence. The TXP-16 introduces hydraulic disc brakes for stronger, more progressive stopping power, and features a scaled steel frame with a 28.35 in. (720mm) wheelbase for improved stability. Suspension travel increases to 80mm at the front and 90mm at the rear, supporting more adventurous riding across varied terrain. Like the TXP-12, it benefits from two-in-one modular setup, allowing riders to switch between seated and standing configurations in seconds. Engineered for growing riders, the TXP-16 is just 58.64 lbs. (26.6kg) in weight in Trials set-up, providing light, agile handling. Ergonomics are carefully considered, with a 21.56 in. (550mm) seat height in Xplore mode and 17.72 in. (450mm) in Trials mode, ensuring easy footing and control. The simplified handlebar layout and child-specific controls make the TXP-16 approachable, while its advanced electronics, including APS and FOC, deliver consistent performance and efficient power management. CHRISTMAS PRE-ORDERS The Triumph TXP Electric Range is available to order now at selected Triumph dealerships, with pre-Christmas delivery guaranteed for early orders. The TXP-12 is available from $1,695 USD / $2,395 CAD. The TXP-16 is $2,295 USD / $3,195 CAD. For more information or to find your local dealer, visit triumphmotorcycles.com SPECIFICATION TXP-12 ENGINE AND TRANSMISSION Type Electric Motor 600W 43v brushless direct current, with hall effect position sensor Battery Sealed 43V, 10AH Lithium-ion battery pack with LED status indicator Controller 43V 600W BLDC Sine-Wave field orientated controller Adjustment Maximum speed, power and throttle response adjustment, with pin lock function, battery state Instruments Integrated keypad, with adjustable speed, power, throttle response and battery state of charge CHASSIS Frame Steel tubular construction with self-extracting swingarm axles, optional bash guard Swingarm Steel construction with snail cams Front Wheel 12 X 1.25” Aluminum Rim Rear Wheel 12 X 1.25” Aluminum Rim Front Tire 12×2.5 Trials pattern motorcycle construction Rear Tire 12×2.5 Trials pattern motorcycle construction Front Suspension Coil spring fork with preload adjustment. Travel: 50mm Rear Suspension Coil spring monoshock with preload adjustment. Travel: 60mm Front Brakes Cable disc, 160mm rotor, adjustable lever reach Rear Brakes Cable disc, 160mm rotor, adjustable lever reach DIMENSIONS & WEIGHTS Weight Limit (Rider) 54 lbs. (24.5 kg) Wheelbase 26.58 in. (675 mm) Ground Clearance 5.98 in. (152 mm) Handlebar Height 25.59 in. (650 mm) Weight (Trials) 50.05 lbs. (22.7 kg) Weight (Xplore/Play) 51.15 lbs. (23.2 kg) Seat Height (Trials) 14.17 in. (360mm) Seat Height (Xplore) 17.52 in. (445mm) TXP-16 ENGINE AND TRANSMISSION Type Electric Motor 765w 43v brushless direct current, with hall effect position sensor Battery Sealed 43V, 10AH Lithium-ion battery pack with LED status indicator Controller 43V 765W BLDC Sine-Wave field orientated controller Adjustment Maximum speed, power and throttle response adjustment, with pin lock function, battery state Instruments Integrated keypad, with adjustable speed, power, throttle response and battery state of charge CHASSIS Frame Steel tubular construction with self-extracting swingarm axles, and bash guard Swingarm Steel construction with snail cams Front Wheel 16 x 1.25” Aluminum motorcycle Rim Rear Wheel 16 x 1.25” Aluminum motorcycle Rim Front Tire 16×2.5 Trials pattern motorcycle construction Rear Tire 16×2.8 Trials pattern motorcycle construction Front Suspension Coil spring fork with preload adjustment. Travel: 80mm Rear Suspension Coil spring monoshock with preload adjustment. Travel: 90mm Front Brakes Hydraulic Piston disc brakes, 160mm rotor, adjustable lever reach & ball ended levers Rear Brakes Hydraulic Piston disc brakes, 160mm rotor, adjustable lever reach & ball ended levers DIMENSIONS & WEIGHTS Weight Limit (Rider) 71.65 lbs. (32.5 kg) Wheelbase 28.35 in. (720 mm) Ground Clearance 9.06 in. (230 mm) Handlebar Height 31.69 in. (805 mm) Weight (Trials) 58.64 lbs. (26.6 kg) Weight (Xplore/Play) 59.97 lbs. (27.2 kg) Seat Height (Trials) 17.72 in. (450mm) Seat Height (Xplore) 21.56 in. (550mm) The post TRIUMPH ANNOUNCES OSET ELECTRIC MOTORCYCLES appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

You’ve no doubt seen them, watched kids zip around on them, tripped over them, and found them strewn across suburban lawns and driveways. It seems every kid in the world now starts life on wheels aboard a balance bike, a pedal-less mini bicycle that’s offering a new platform for learning that shuns the tradition of training wheels. It’s such a simple idea, learning to coast on two wheels before adding in pedals, and yet it took the ingenuity of one engineer with a toddler to bring the concept to light. Strider Bikes is still a relatively young company, but it is already approaching 5 million in global unit sales. This staggering milestone is testament to the core concept behind Strider, an idea that came to founder/CEO Ryan McFarland when he wanted to build a better bicycle for his 2-year-old. McFarland recently welcomed us into the Strider Sports International, Inc. headquarters in Rapid City, South Dakota, to show us around, tell us the story of the Strider’s origins, and talk about the singular focus of the company and why it’s so important to the entire powersports industry. Start ‘em young. This is McFarland’s main goal in a nutshell. “This is the bike I built for my son when he was 2,” said McFarland. The blue and white prototype is proudly on display in the company’s main showroom. “I was becoming aware of how mismatched the traditional stuff was to his size. I had the four-wheel scoot toy, the little bicycle with training wheels and the Yamaha 50 with training wheels. We had all these things that seemingly should have worked for him, but I realized that they’re too big and heavy, and the complexity is too much for a 2-year-old.” Once McFarland decided to create his own bike for Bode, the first priority was to get the sizing right. “You can see this sketch. That’s me laying him out on the living room floor,” said McFarland. “I’m thinking, ‘No wonder he can’t do some of this stuff. He weighs 20 pounds.’ I need to make something smaller, lighter, and I really need to focus on the one skill I want him to learn. It’s not pedaling; it’s how to hold the bike upright and move on two wheels. So that was kind of the breakthrough. If that’s the focus, then we can get rid of the pedals, we can get rid of a lot of weight, and we can also get the seat down lower so that solves the size problem. When the pedals came off, it set the design free. “There was a piece of me that was wondering, ‘Well, is it still going to be a bike?’ I really had to think about that, and that was the breakthrough moment—realizing that pedaling doesn’t necessarily define riding. The throttle doesn’t define riding. Riding is being balanced on two wheels, counter-steering and steering. That’s riding.” Teaching “EVERY SINGLE KID” to ride requires adaptive solutions, which the Strider Education Foundation also proudly provides. Once McFarland put his young son on the prototype, the change was immediate, both in Bode’s abilities and their daily lives. “When you have a 2-year-old, you can’t really go anywhere with them walking. They just dawdle along,” said McFarland. “So, you’re either carrying them or you’re pushing a stroller or something. But once he was on this, he was gung-ho to go and going faster than we’re walking. We started becoming way more active. We took it everywhere. Even downtown, in crowds, and lots of people were seeing it. Every time we were out, somebody would stop us and ask, ‘What is that? How old is he?’ They’d never seen a little kid ride like that.” One of the places McFarland recalled taking the prototype was the Thunder Valley National. Once strangers started offering him money for it, McFarland knew he was onto something. “I really didn’t set out to create a product with a business in mind,” he said, “but the demand was overwhelming. So, I decided I’m going to have to do something with this.” The origins of Strider are on display in the “Inventor’s Corner” of the company’s headquarters in Rapid City, South Dakota. The company’s rapid growth only furthered McFarland’s belief that “striding” is a far superior way to learn the basics of riding than training wheels. (And don’t even mention the word “tricycle” to McFarland unless you want to get thrown out of Strider HQ.) “A lot of people don’t understand the nuanced difference there, but on a bike with training wheels or a tricycle, you don’t counter-steer. Everything is backwards. One of the reasons kids have a hard time coming off training wheels is that they’ve been practicing the wrong skills. They fall, get hurt, get scared. They might get frustrated and think, ‘I’m done with riding.’ Just like that, bicycling and motorcycling lost a prospect. It’s that fragile.” This is where McFarland sees Strider’s central focus: laying the foundation for future riders. “For about the last 20 years, bicycling participation rates for kids have been on a massive decline. I’m talking 250,000 per year. We’re turning that around by getting riding to a younger age, so now we’re reaching kids with a safer, more fun alternative and a more intuitive learning process.” Part of the challenge, as McFarland has observed, is that other sports are being offered at much younger ages today. “When sports like tee-ball and karate moved down from 9 or 10 years old to 4 years old, they preempted riding. Kids are learning all sorts of other skills, and this one’s put on the back-burner. What Strider is doing is jumping down to a 1 1/2 to 2 years old and pre-empting other activities. It’s like an extension of mobility from walking and running to now striding and riding. We’re back in first place and making a difference.” Strider’s success fueled McFarland’s ambitions, and he admits he thought about advancing his product line with e-power. The popularity of Stacyc and a booming micro-mobility sector among young teens clearly indicate a strong market for it. The first prototype began with McFarland laying his two-year-old son Bode on the living room floor and taking his dimensions. “There’s that fundamental decision that you have to make: Are you going to chase the few at the higher price or are you going to chase the many across the base? Part of the reason that bike and moto are declining, bottom line, is both those industries have fewer people participating, and they’re all participating at higher price points. The pyramid [grows tall and skinny], and at some point your pyramid falls over. I have to laugh when I see them bring out statistics like, ‘Bicycling is booming. Total revenue for the year is here instead of here.’ Yeah, but you just sold more expensive stuff to a smaller group of people. “The products get so good and all the enthusiasts love them—and I do too. The enthusiast part of me was, like, yes, let’s go down that path, and we developed some really cool stuff. But that’s not recruiting new participants. I had to consciously make the decision to stay focused on just Strider. This is the need, right here.” Through the Strider Education Foundation, the All Kids Bike program seeks to shift the entire paradigm of early childhood education—a lofty goal that is already underway in over 1700 schools across the U.S. With nearly 5 million units sold around the world, McFarland feels he’s just getting started. In 2017 the 501(c)(3) nonprofit Strider Education Foundation was founded, and the following year All Kids Bike was born. Its lofty ambition is to shift the entire paradigm of early childhood education and build a program to teach kids to ride a bicycle in kindergarten PE class. Creating the curriculum was a challenge in itself, along with creating a fleet of bicycles that store easily and require zero maintenance. But All Kids Bike has solved every problem in its path one at a time, including finding PE teachers who didn’t even know how to ride a bike, and is now underway getting the program into schools across the country. “The cost is at $9000 to the school, one time. And then this program, once it’s in the school, it will last 10 years with them not needing to do anything. There’s no maintenance, no additional money, anything. It’s like we’ve put the desks and the books in the school, and now they get to use them for a decade,” said McFarland. The program is starting to gain momentum through state funding but is mostly backed by donors. “Most of our donors are corporate or large grantors, like racers,” explained All Kids Bike Executive Director Lisa Weyer. “The Ryan Dungey Foundation is one of our highest donors. They’ve given us nearly $250,000.” Andrew Short, Cody Webb, Mark Blackwell, Josh Hayes, JD Beach and Jared Mees are also national ambassadors with the program. The Strider Sport International, Inc. headquarters is full of reminders of the company’s focus and motivation. “The average school will teach over 1000 kids during a 10-year time frame. So, for $9000, we’re teaching 1000 kids over the next 10 years in each school that we’re in,” McFarland explained. “We’re in almost 1700 schools, and that means that in 10 years we have 1.7 million kids. I hope to double that number in two and a half years.” Calling back to the 20-year decline in bicycling participation that initially sparked his cause, McFarland is proud to talk about how he sees the tide starting to turn. “We single-handedly will have stopped the bleeding, and we’ll be starting to climb through what we’re doing with the foundation and putting learn-to-ride programs in elementary schools. I don’t know what everybody else is doing, but that’s what I’m doing,” McFarland said with a smile. The post FAMILY BALANCE: THE STRIDER PHENOM appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

This week we got our first chance to ride the 2026 Honda CRF450R. For the upcoming model year, this is one of many models across the motocross world that received no major changes compared to the 2025 version. That means the bike still has excellent low-end torque. Peak power isn’t quite in the same league as the Yamaha or KTM, so you end up riding the bike at lower rpm than many 450s. Last year’s model featured changes to increase stability, including a more rigid overall design—specifically a more rigid front end with a bigger axle and a substantially changed frame. The 2025 model felt like it had slightly more power and more predictable handling than its predecessor. We found the bike still feels a little soft. We stiffened up the front end and slid the fork down to increase stability. We also ran 107 mm of sag in the rear to help the rear end settle down. Because there were no changes, if you owned the 2025 model, all of your aftermarket parts will transfer directly over to the 2026 model, so you should save them. Linkage (from Pro Circuit or Ride Engineering) and a full exhaust (from FMF, Dubach, Yoshimura, or Akrapovič) make a fairly big difference in performance and handling on this motorcycle. Offset bearings, such as the FCP offset bearings, were also noted as helping the bike achieve more stability overall. The manufacturer’s suggested retail price is $9699–which does not include tariff, destination or local fees. Join Mark Tilley, Travis Fant and the Dirt Bike crew at Glen Helen as they explore the 2026 CRF450R in depth.  The post 2026 HONDA CRF450R TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

PRESS RELEASE: Monster Energy Yamaha Star Racing’s Justin Cooper will fill in for Haiden Deegan on the United States Motocross of Nations Team and race the MX2 class at the 2025 Fédération Internationale de Motocyclisme (FIM) Motocross of Nations. Cooper joins Eli Tomac and RJ Hampshire on Team USA to battle for the Chamberlain Trophy this weekend at the Ironman Raceway in Crawfordsville, Indiana, on October 3-5. Coming back from a collarbone injury sustained at the SMX Finals, Deegan was doing everything to be able to represent the U.S. this weekend. After riding today, the decision was made for the five-time AMA 250 Champion to sit out of the event and focus on returning to full fitness. Cooper, who has been on the ready to fill in for his teammate if needed, will race the YZ250F in the MX2 class, with Monster Energy Yamaha Star Racing teammate Eli Tomac racing MXGP aboard his YZ450F, and fellow American RJ Hampshire racing the Open category. This year’s 2025 MXON marks Cooper’s third appearance at the international event. In 2022, the New Yorker played an important role in Team USA’s Motocross of Nations victory at RedBud MX, where he also took the overall win in the MX2 class. Wil Hahn – Monster Energy Yamaha Star Racing 250 Team Manager “The team is proud to represent the U.S. on home soil at this year’s Motocross of Nations. Haiden was doing everything he could to be back from injury and represent his country, but unfortunately, after riding today, he’s just not quite there yet to ride at his level. Justin’s been working hard, and we all thank him for changing his plans and being ready to fill in on short notice. We’re looking forward to the weekend.” Justin Cooper – Monster Energy Yamaha Star Racing “I’m really excited to get the call and line up for Team USA this weekend at Ironman! It’s a bummer to see the injuries to both Haiden and Chase (Sexton) these past few weeks, but I’ve done my best to stay ready for this exact scenario. I only have a few days riding on the YZ250F, but I feel really good and was able to get back up to speed quickly. The MXoN has always been an event that I take a lot of pride in, so I can’t wait to get back out there with Eli and RJ and make America proud!” Haiden Deegan – Monster Energy Yamaha Star Racing “At this point, I have done everything in my power to race this weekend. I rode today for the first time after my surgery to prepare for MXON. After riding today and discussing with the team, it became clear that I couldn’t sustain my speeds at a winning level. The team has decided the best option is for me to fully recover and have Justin Cooper fill my spot. I appreciate the opportunity and look forward to representing the USA in the future when I’m healthy.” About Yamaha Motor Corporation, U.S.A. Yamaha Motor Corporation, U.S.A. (YMUS), is a recognized leader in the outdoor recreation industry. The company’s ever-expanding product offerings include Motorcycles and Scooters, ATV and Side-by-Side vehicles, Snowmobiles, Personal Watercraft, Boats, Outboard Motors, Outdoor Power Equipment, Power Assist Bicycles, Golf Cars [sold, serviced, and distributed by Yamaha Golf-Car Company], Power Assist Wheelchair Systems, Surface Mount Technology and Robotic Machines, Unmanned Helicopters, Accessories, Apparel, Yamalube products, and much more. YMUS products are sold through a nationwide network of distributors and dealers in the United States. The post HAIDEN DEEGAN OUT, JUSTIN COOPER IN FOR 2025 MXoN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The SMX LeagueTM announced today the full 2026 Monster Energy SMX World Championship regular season schedule and tickets on sale for all 17 rounds of the 2026 Monster Energy AMA Supercross Championship. Supercross pre-sale begins today at 10 a.m. ET for preferred customers and runs through next Monday, October 6. Tickets will then become available to the public starting on Tuesday, October 7 at 10 a.m. ET and then 10 a.m. in each subsequent time zone. Fans can sign up for preferred access or make ticket purchases online at SupercrossLIVE.com. Pro Motocross tickets will go on sale at a later date. Fans can also sign up for SMX Texts to receive the latest information and updates coming out of the SMX League. The 17-race Supercross schedule is poised to visit 16 different cities spread across 13 states, from California and Arizona to Ohio and Pennsylvania. New to the schedule this season is a stop at Huntington Bank Field in Cleveland, Ohio for the first time in over 30 years. After a brief hiatus, stops in Houston, Texas at NRG Stadium and Nashville, Tennessee at Nissan Stadium, return. As it has been for more than five decades, the outdoor component of the regular season will feature the same hallowed venues for the 55th edition of the Pro Motocross Championship. The summer campaign will once again consist of 11 races and 22 grueling motos but will begin one week later than what has been tradition, which will give the world’s best racers and the sport’s most elite teams an additional week of preparation following Supercross and a well-deserved weekend at home during the Memorial Day holiday. ELLENTON, Fla., (September 30, 2025) The custom-built Supercross track planned for Round 14 at Huntington Bank Field in Cleveland will feature one of the longest start straights of the season, running the entire length of the field. Complete 2026 Monster Energy SMX World Championship Schedule The biggest stars in the sport will be lining up at the Anaheim Opener in January as the 450SX Class once again promises to deliver one of the deepest fields in recent memory. Five past champions – Jason Anderson, Eli Tomac, Chase Sexton, defending Supercross champion Cooper Webb, and defending SMX World Champion Jett Lawrence (Australia) will be fighting for another title. Vying for their first crack at the crown will be top contenders Hunter Lawrence (Australia, SMX World Championship and Pro Motocross runner-up), Ken Roczen (Germany), Dylan Ferrandis (France), Justin Cooper, Aaron Plessinger, Malcolm Stewart, and Justin Barcia each of whom are former champions, race winners, and podium finishers. When the series shifts outdoors on May 30, defending champion Jett Lawrence will look to extend his dominance against former champions Chase Sexton, Eli Tomac, Dylan Ferrandis, and Ken Roczen. Challenging for their first Pro Motocross title are 2025 runner-up Hunter Lawrence, fourth-place finisher Justin Cooper, fifth-place finisher RJ Hampshire in his rookie campaign, as well as Jorge Prado and Aaron Plessinger. 2025 premier class champions, Cooper Webb (2) and Jett Lawrence (1). Webb would go on to win the Monster Energy Supercross Championship and Lawrence would defend both the Pro Motocross Championship and SMX World Championship. The first of three Triple Crown events will take place at Round 4 on Saturday, January 31 at NRG Stadium in Houston, Texas followed by rounds 9 and 14 on Saturday, March 7 at Lucas Oil Stadium in Indianapolis, Indiana and Saturday, April 18 at Huntington Bank Field in Cleveland, Ohio. The Triple Crown, three-race format is a break from the traditional one Main Event race format and has become a fan favorite since its inception in 2018. Teams will decide later in the year which athletes will be competing in each respective 250SX Class Divisional Championship, but fans can expect some epic battles as 2026 will feature the return of defending Western Division Champion and 250 Class Pro Motocross Champion, Haiden Deegan and runner-up finishers on the East and West, Seth Hammaker and Julien Beaumer. Defending SMX World Champion Jo Shimoda is still seeking his first Supercross and Pro Motocross championship and will be in hot pursuit of those titles in 2026. Not to be forgotten, seasoned veterans Jordon Smith, Cameron McAdoo, Levi Kitchen, Austin Forkner, Max Anstie (U.K.), Chance Hymas and Nate Thrasher are all in the conversation for wins and championships in either division. Haiden Deegan (#1) and Jo Shimoda (#30) contesting the 2025 SMX World Championship Final in Las Vegas where Shimoda would come out on top as the first ever champion from Japan in the sport’s history. The West Division 250SX Class Championship will be contested at the following rounds: Round 1 – Anaheim, Calif. on Saturday, January 10 at Angel Stadium of Anaheim Round 2 – San Diego, Calif. on Saturday, January 17 at Snapdragon Stadium Round 3 – Anaheim, Calif. on Saturday, January 24 at Angel Stadium of Anaheim Round 4 – Houston, Texas on Saturday, January 31 at NRG Stadium Round 5 – Glendale, Ariz. on Saturday, February 7 at State Farm Stadium Round 6 – Seattle, Wash. on Saturday, February 14 at Lumen Field Round 16 – Denver, Colo. on Saturday, May 2 at Empower Field at Mile High The East Division 250SX Class Championship will be contested at the following rounds: Round 7 – Arlington, Texas on Saturday, February 21 at AT&T Stadium Round 8 – Daytona Beach Fla. on Saturday, February 28 at Daytona International Speedway Round 9 – Indianapolis, Ind. on Saturday, March 7 at Lucas Oil Stadium Round 11 – Detroit, Mich. on Saturday, March 28 at Ford Field Round 13 – Nashville, Tenn. on Saturday, April 11 at Nissan Stadium Round 14 – Cleveland, Ohio on Saturday, April 18 at Huntington Bank Field Round 15 – Philadelphia, Penn. on Saturday, April 25 at Lincoln Financial Field The first East/West Showdown will be held on Saturday, March 21 at Protective Stadium in Birmingham, Ala. (Round 10). The second will be held on Saturday, April 4 at The Dome at America’s Center in St. Louis, Mo. (Round 12) and the Dave Coombs Sr. East/West Showdown will be Saturday, May 9 at Rice-Eccles Stadium in Salt Lake City, Utah (Round 17). The post 2026 SUPERMOTOCROSS SCHEDULE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM will continue with many of its special editions for model year 2026. We have already seen the 50SX Factory Edition and now comes the 300XC-W HardEnduro model. The official press release follows: With Hard Enduro icon Manuel Lettenbichler already well on his way to a fifth world championship, in addition to Trystan Hart recently clinching his fifth-career U.S. Hard Enduro Championship, their weapon of choice needs little introduction. For 2026, the KTM 300 XC-W HARDENDURO boasts key updates, with suspension, cooling, and overall design receiving significant refinements, set to take its domination of torturous terrain even further. Since its launch in 2024, the KTM 300 XC-W HARDENDURO has become the premier model in the KTM Enduro lineup, bringing KTM Factory Racing expertise and championship-winning pedigree directly to the dealership floor. Ranking as the ultimate in Enduro competition motorcycles, the 2026 KTM 300 XC-W HARDENDURO receives a fresh graphics package, which features KTM orange accentuated by a white and black color palette, a gloss orange frame, and signature orange anodized KTM PowerParts. However, it is upgrades to the hardware that will excite hardcore racing fans the most, starting with updates to the 48 mm WP XACT Closed Cartridge spring fork, including the preload base-valve adjusters and an updated WP XPLOR PDS rear shock to keep things in balance. The fork receives new damping settings and new, lighter, shorter springs, as well as a new pressure reservoir that has been adapted to the new geometry of the spring support. A new one-piece hydro stop rounds out the updates to the front fork, which also results in an overall weight saving of 200 grams. On the fueling front, a new protection cap is added to the CPC fuel connector, which not only provides added protection against any outside damage, but also prevents dirt from entering the sides of the connector. The cooling system has received some upgrades by way of a new radiator cap with a standard thread, allowing for easier and faster opening, with a radiator fan fitted as standard equipment. As its nameplate suggests, the 2026 KTM 300 XC-W HARDENDURO is built to tackle the toughest terrain, featuring a collection of signature HARDENDEURO-specific parts, setting it apart from the rest of the KTM Enduro range. HARDENDURO specific highlights include: Orange frame Factory wheel set (black rims, black spokes, orange hubs and orange nipples) Factory frame protector set Ribbed factory seat Map-select switch HARDENDURO bar pad design Gray extra soft ODI lock-on grips Closed handguards Radiator fan Black anodized CNC-machined triple clamps WP XACT closed cartridge front fork featuring base-valve preload adjusters Skid plate Floating front brake disc Front brake disc guard Solid rear brake disc Rear brake safety wire Rear brake disc guard Supersprox Stealth rear sprocket Orange oil plug Orange clutch slave cylinder protection Pull straps Black anodized engine hangers The 2026 KTM 300 XC-W HARDENDURO is the culmination of many years of R&D fighting at the sharp-end of Hard Enduro competition, bringing dynamic race-bred performance, focused ergonomics, and leading technology to the start line. Units are rolling off the Mattighofen production line and will arrive in authorized KTM dealers beginning October 2025. For more information, visit KTM.com. The post KTM INTRODUCES 2026 300XC-W HARDENDURO TWO-STROKE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TESTING NEW BIKES AND HAVING FUN The post 2026 HONDA TESTING – DIRT BIKE VLOG 38 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Triumph is on a mission. Last July they invited us to the California high desert to ride their new “E” bikes; the TF450-E and the TF250-E. Last week, they took us to West Virginia to ride the new “C” bikes; the TF450-C and the TF250-C. If you include the two motocross bikes, that’s six dirt bikes from a company that had zero just two years ago. How are they different? At first, we were a little confused ourselves. Now we think we have it straight. 2026 Triumph TF450-E TF450-E & TF250-E These are basically dual-sport bikes from Europe with competition kits installed. Europe has rules that are very different from those in the U.S., so Triumph’s U.S. dual-sport bikes are still at least a year away. In Europe, the term “Enduro” is code for fully street legal dual-sport bikes. It’s common practice there for manufacturers to offer power up kits for off-road racing. For now, the U.S. “E” models will come standard with all the parts to go off-road racing. The power-up treatment takes them halfway to the performance of the full-blown motocross bikes. Mark Tilley in the California high desert on the TF450-E. E-MODEL POINTS * Increased crank inertia (30% for the 450, 34% for the 250) * Six-speed gearboxes * Special cams and heads * Claimed TF450-E horsepower: 58.5 @ 9750 rpm * Claimed TF250-E horsepower: 41.7 @ 12,250 rpm * 2.2 gallon fuel capacity * Off-road suspension * Off-road mapping * Off-road equipment (kickstand, handguards, skidplate, 18-inch rear wheel) * Radiator fan * Off-road exhaust, no spark arrestor * Headlight, taillight, instruments, horn * Michelin Enduro tires * TF250-E MSRP: $9795 * TF450-E MSRP: $10,795 TF450-C & TF250-C When we rode the E models with their power-up treatment, we didn’t know anything else was on the way and we assumed they were designed to be Triumph’s off-road racers. It made sense; they were both far more powerful and race-oriented than bikes like the Honda CRF450X and the Yamaha WR450F. So the C models caught us by surprise. These really are race bikes in virtually the same state of tune as the MX bikes. They have just enough equipment to be called off-road bikes. 2026 Triumph TF450-C C-MODEL POINTS * Same crank inertia as MX bikes * Five-speed gearboxes * MX cams and heads * Claimed TF450-C horsepower: 61.5 @ 9500 rpm * Claimed TF250-C horsepower: 46.7 @ 12,250 rpm * 2.2 gallon fuel capacity * Off-road suspension * Off-road mapping * Off-road equipment (kickstand, handguards, skidplate, 18-inch rear wheel) * No radiator fan * Motocross exhaust, no spark arrestor * No headlight, taillight, instruments or horn * Dunlop AT82 tires * TF250-C MSRP: $9695 * TF450-C MSRP: $10,695 Pete Murray in the West Virginia woods on the Triumph TF450-C. Both bikes have traction control and two maps available through a handlebar switch. That switch also has Quickshift and launch assist. If you buy the connectivity module for $210, you can hook up any Triumph dirt bike to your smartphone and cook up your own map. What’s the real difference between the Es and Cs? Power! Even though the C models have off-road mapping, they feel very much like motocross bikes with cushy suspension. The E models have a softer hit and are a little torquier. As I said, the E models are still more powerful than bikes that legitimately fall in the “off-road” category. Honda, Yamaha, Beta and KTM all have models that comply with U.S. EPA standards for off-road vehicles, which means reduced noise and emissions (and power). For Triumph, those standards are still in the future, so for now the E models are only a tick off full output. Murray on the TF250-C Which ones did we like best? We don’t really know. The introductions were a month apart and in very diverse conditions. Oddly, the E models were introduced in desert conditions that could eat as much power as a bike could dish out. The C models were ridden in slick West-Virginia mud where throttle control was everything. Go figure. We hope to get all four models in familiar conditions soon, so stay tuned. See you soon! –Ron Lawson The post TRIUMPH’S NEW OFF-ROAD BIKES: WHAT’S THE REAL DIFFERENCE?–THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Triumph invited us to ride the new TF450-C in the Hatfield McCoy trail system of West Virginia, not far from the site of the Mountaineer GNCC. The Hatfield McCoy trail system is perhaps more famous in ATV circles, but the West Virginia Trail Authority recently opened a new network specifically for motorcycles called the Tornado Single Trax. That’s where we spent a day with the new Triumphs. Join Ron Lawson and Pete Murray as they explore the new trail system on the new Triumph. The post 2026 TRIUMPH TF450C OFF-ROAD TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

PRESS RELEASE: PICKERINGTON, Ohio — As the United States aims to defend its homeland during the 2025 FIM Motocross of Nations on Oct. 3-5 in Crawfordsville, Ind., the American Motorcyclist Association announced that R.J. Hampshire will join the team. Due to injury, Chase Sexton will no longer be able to compete for the United States at the 2025 Motocross of Nations. Filling his void is R.J. Hampshire, who will join Eli Tomac and Haiden Deegan on the team, managed by AMA Director of Racing Mike Pelletier. “We’re deeply grateful to R.J. for stepping in at such short notice to represent his country,” Pelletier said. “R.J.’s commitment and professionalism is outstanding, and I know he is honored and excited to represent the United States on home soil.” Tomac will race in the MXGP class while Deegan will compete in the MX2 Class and Hampshire will seek victory in the Open Class. Hampshire also brings a championship pedigree to the table, previously winning the 2024 AMA Supercross 250SX West title. He also enjoyed a strong showing in the 2025 AMA Pro Motocross season, finishing fifth in the 450 class, coming on the heels of his third-place finish in the 250SX East class during the 2025 AMA Supercross season. “[I’m] really excited to get the chance to race for Team USA again! It’s an honor to race for this country and one I’ll never take for granted. Even if I wasn’t the first pick, I’ll always answer the call and give it everything I’ve got,” Hampshire said. “A lot went into making this happen last minute, and I can’t thank my sponsors and team enough for pulling it together. Ironman is one of my favorite tracks, and I’m fired up to battle in the front with this team!” Showing his patriotism and willingness to represent his country, Justin Cooper is continuing to train to be prepared to ride if needed. “I would like to offer a sincere appreciation to the versatile Justin Cooper for his unwavering dedication and professionalism,” Pelletier added. “Justin is continuing to train at the highest level in an effort to be ready at a moment’s notice and support his fellow countrymen. This speaks volumes about his character, work ethic, and commitment to the team. His effort behind the scenes does not go unnoticed and is a true unsung hero of the sport and Team USA.” The United States seeks its 24th Motocross of Nations title in 2025, having previously won the global competition in 2022 — the last time the Americans hosted the event. Learn more about the 2025 FIM Motocross of Nations at mxonusa.com/ . The post R.J. HAMPSHIRE JOINS U.S. MXoN TEAM appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

In the world of bigger, badder, faster, we may have reached critical mass in the adventure bike world. 1190, 1290, 1390—how big do we need to go? Perhaps we now have the answer since KTM has now fixed its attention on its smallest offering, the 390 Adventure. This is a model that, by KTM’s own admission, was long overdue for a complete overhaul, and that’s exactly what the doctor ordered for the 2025 KTM 390 Adventure R and Enduro R. While its predecessor shared a platform with the Duke and was essentially a street bike platform dressed in adventure wears, the 2025 KTM 390 platform features a clean slate, an all-new chassis and a revised LC4c engine from which KTM has already revealed an entire range of options. THE PLAYERS The updated 399cc single powers four different models including the two main players, the 390 Adventure R and 390 Enduro R. It was this duo that we were invited to test ride at the company’s official press launch of the all-new platform in Mammoth Lakes, California. Both the Adventure R and the Enduro R ride on 18-/21-inch spoked wheels and are powered by the same 44-horsepower six-speed engine. A two-piece steel trellis frame and WP long-travel suspension share componentry (different internal settings) while the rest of the chassis trims hold the main distinctions between the two. The KTM 390 Adventure R features a “true rally-inspired design” with an instrument tower, 5-inch TFT display and windscreen. The Adventure R has a generous 14-liter (3.69-gallon) fuel tank; slightly lower, wider seat; and a full electronics suite featuring a three-axis IMU and rider aids such as cornering ABS and traction control. Think of it as receiving all the same goodies as its larger siblings in the KTM Adventure family, all of which add up to it receiving the prestigious “R” badging. In all likelihood, the 390 Enduro R is the model KTM came up with because they just couldn’t help themselves. “Let’s see what this thing can really do off-road” was probably the idea that sparked its development. It’s exactly where our line of thinking would lead as well and why the Enduro R captured our attention. That brings us to the question, “Why wouldn’t you just buy an EXC if you were looking for an orange, midsize, single-cylinder dual-sport?” Well, the 390 Enduro R is less than half the price for starters. At $5499 compared to $12,649 for the 350EXC-F, the 390 Enduro R brings dual-sport accessibility back down to earth. It may not offer as much performance as an EXC, but we don’t hesitate to say it offers more than half. There’s also the matter of where they each land on the dirt/street spectrum. For riders looking for 90 percent dirt and 10 percent street, get yourself an EXC. If you’re closer to the 50/50 or even 60/40 mark, take a look at the 390 Enduro R. And going back to the 390 Adventure R, it probably comes in around the 30/70 range. There’s now something for a wider range of riders and a wider range of budgets. Let’s also address the Asian elephant in the room, because this cost difference can also be traced back to each bike’s assembly line. The EXC models are built in Austria; the new 390 models are produced in India. Yes, these are Bajaj-built bikes. And maybe we don’t need to tiptoe around that fact if we consider the possibility that that’s not necessarily a bad thing. Think of the 390 Enduro R as a smaller version of the venerable 690 Enduro R. SADDLE UP! From the moment you’re in the saddle, it’s obvious this is an all-new chassis. The previous 390 Adventure had a painfully awkward stand-over position, but the comfortable ergonomics, slim fit between the knees and the streamlined cockpit are an immediate improvement. Fit and finish at every turn are impressive and well thought out. The Adventure R features the full rally-style front end with the windscreen and a 5-inch TFT display. The Adventure R is the only model of the group that comes equipped with the IMU and advanced cornering technology. This is also part of why it checks in at over $1000 over the rest of the group. However, if you want the option with all the extras, this is it. Adjustable suspension, larger front brake, generous fuel tank, full-size windscreen, and electronics that include three ride modes—Street, Off-Road and Rain—then it’s all there. What’s also there is an added 25 pounds over the Enduro R. The Enduro R is what you would call streamlined compared to the Adventure R. It’s not a stripped-down version and doesn’t look like it’s simply missing parts. Rather, it has its own 4.2-inch TFT screen and its own distinct look. Well, maybe not completely distinct, since it looks very much like a small 690 Enduro R. It might not be a full-fledged adventure bike, and perhaps it’s not a true dual-sport, either. Naked adventure—is that a thing? The Enduro R doesn’t have the fancy electronics suite, but KTM figured this more dirt-oriented rider would typically opt to go without them anyway. And they’re not wrong. It does still feature two different ride modes (Street and Off-Road) and adjustable levels of traction control and ABS. On the Enduro R, you can shut it all off. On the Adventure R you can shut off TC, but you cannot fully disengage front ABS. Not a bad decision since the Adventure R is noticeably heavier. Fortunately, the Off-Road ABS isn’t overly intrusive. KTM relied on the North America R&D crew to dial in electronics settings on the 390s, and the goal was to come up with rider aids that even experienced off-roaders would opt to leave on. The 390 Enduro R offers a much different view from the cockpit—no windscreen and a slim 4.2-inch TFT with only basic ABS and TC. KTM 390 ENDURO R Press photos of the all-new KTM 390 Enduro R in a 12 o’clock wheelie and being hurled skyward in moto-style jumps set an odd sense of expectation for this little dual-sport. The Enduro R was first up on our Mammoth Mountain adventure, and it came as little surprise that our group headed straight for singletrack trail. The torquey, 399cc LC4c single performs exactly as described by KTM reps: roll-on power is modest, but these bikes like to be revved. Mid to high is where you’ll find the bulk of its 44 ponies, so don’t be afraid to twist it. The way it produces power immediately is reminiscent of a 250F motocross bike. You need to work the gears and the clutch to keep it in the power, so go ahead and do exactly that. Prior experience has warned us against abusing the clutch on a price-point dual-sport, but KTM says go ahead and give it the beans. Clutch it all you want, pound whoops all you want, because while the 390 Enduro R might be aimed at novice-level riders, it was built to withstand some abuse. Some hill-climbs and deep whoops in our first few miles provided a useful sample of its capabilities. We discovered that the low gears are quite tall, and you need to let it stretch its legs before shifting, and you’ll find the limits of the rear suspension much sooner than the front. You obviously won’t find peak performance on a $5499 model, but the WP Apex 43mm does a very good job of keeping the front end planted and tracking, even in the big hits. It is adjustable with easy tool-free clicker knobs on each fork cap. The PDS-style shock attaches directly to the swingarm and lacks the more progressive feel that linkage provides over the bigger hits. You’ll find the bottom of the shock pretty easily, whereas the fork is surprisingly capable. The entire chassis remained planted and composed throughout our day, and even sending a little too hard into whoops, sliding through snow patches or rocky patches on high-speed roads never got it unsettled. The 50/50 Metzeler Karoo 4 tires were a big part of what was working so well in the dirt as well as on road. Even sand was surprisingly manageable, although not ideal. The only sketchy moments came from hard braking on downhills, usually an error in rider judgment. The Enduro R gets grooving on the trail so nicely that it’s easy to forget you’re on a 360-pound dual-sport, not a 230-pound trail bike. Give yourself a little time to plan and react, and you’ll be fine. We even spent a minute on part of the Mammoth Motocross track as part of a rare opportunity, courtesy of Casey McCoy. Can you jump tables and rail berms on a KTM 390 Enduro R? Yes. Should you? Well, that’s a different question. The point is that the little Enduro R has some very sporty DNA, and the overall package in its capability and affordability is downright impressive. The 390 Adventure R features a 5-inch TFT display and an IMU-based suite of rider aids. KTM 390 ADVENTURE R The KTM 390 Adventure R, distinguishable by the windscreen and rally tower, rides on the same chassis and engine platform as the Enduro R. The differences you’ll find, aside from the obvious bodywork, are electronics, suspension, tires, front brake, fuel capacity, seat and overall weight. It’s a short list on paper, but adds up to a different experience in the saddle. All in, it’s a more comfortable ride built for longer distances, favoring true adventure terrain, such as double-track trails, gravel roads and pavement as opposed to its sportier counterpart. The view from the cockpit is very different from the Enduro R, with the Adventure R’s 5-inch TFT display offering a full view of its advanced rider aids, including cornering functions. Both models have adjustable ABS and TC settings, but the Adventure R incorporates the input from a three-axis IMU that can adjust output based on acceleration and lean angle. The electronics and controls have an altogether more sophisticated appearance, one that fits with the rest of the KTM adventure lineup. The reach to the ground is also a noticeable difference, and although it’s less than an inch going from the Enduro R’s 35 inches to 34.2 for some of the shorter riders in the group, this made the difference in a confident reach to the ground. Also, thanks to the seat, you feel a little more in it than on it. Along with distinct displays, the Enduro R and Adventure R have unique controls at the handlebars. The Enduro R has a joystick-style control, while the Adventure R (pictured) has dedicated buttons. Although the engine and chassis are nearly identical (aside from suspension settings), the feel is distinct, especially on the trail. Riding through sand and over whoops is notably different, mostly due to the added weight and the more road-going Mitas Enduro Trail+ tires. Slightly softer suspension valving also delivers a more wallowy handling characteristic, and while it’s still plenty nimble on the trail and even singletrack, the Adventure R doesn’t pack the same level of sporty spice of the Enduro R. What is to savor on this model is its combination of small-bike agility, KTM Adventure-bike sophistication and value price point. For $6999, this is an impressive package that has comfort and capability that will appeal to a wide range of riders. The duality of the motor is something that is going to appeal to both beginners and experienced riders. The modest low end will offer beginners a smooth, predictable roll-on and no lurching, while more experienced riders will love the top-end power and the fun of keeping the little 390 throttled. The light handling that can only come from a single-cylinder bike will also strike an ideal balance in both directions. It’s agile enough on the trail, but its 388-pound curb weight gives it a sturdy, planted feel for steady traction in the dirt and a confident feel on the highway. Forget what you thought you knew about the KTM 390 Adventure. The 2025 is 99 percent new from the ground up. Speaking of highway speeds, both bikes will happily hum along between 70–80 mph all day. Overtaking at speed requires a little more planning and shifting, but it will get the job done. Also factor in that our testing grounds at Mammoth Lakes were at higher elevations (6700–9900 feet), so perhaps some additional oxygen will help things along. The Adventure R’s full-size windscreen provides the right amount of protection for longer stints in the saddle, and the generous 3.7-gallon (14-liter) fuel tank will also help eat up the miles. Shifting is helped along by a slipper clutch (standard) and Quickshifter+, which will be an option from the dealer. Ours were equipped with the up-and-down Quickshifters, and the consensus was that it’s the best KTM has produced to date. Shifting was slick, smooth and precise, and also didn’t fuss if you opted to use the clutch. KTM says that cruise control is also coming for the 390 models, and can be added on with additional hardware. The most surprising thing about the KTM 390 Adventure R is probably the price. You get a lot of performance for $6999. THE TAKEAWAY We clocked more than 200 miles in our two days of testing with the Enduro R and Adventure R, and there’s still much more to explore and discuss on KTM’s all-new platform. We’re already looking forward to a more detailed review when we can spend more time to get to know them, but our initial impression is that KTM has swung open a new door, one that welcomes in a modest price point and well-executed, thoughtfully designed package that can deliver to a wide range of riders everything they want and nothing they don’t. It seems counter to the typical model of the Austrian brand, but change is clearly afoot, and so far, we’re here for it. A 390 Adventure X (pictured) and 390SMC R will also join the 2025 range. THE OTHER GUYS The 390 Adventure R and 390 Enduro R are joined by another pair of sub-models—the 390 Adventure X and 390SMC R—for a total of four offerings in the range. The KTM 390 Adventure X is a more entry-level and budget-friendly option of the Adventure R. Distinguished by its black frame, it comes with cast wheels, non-adjustable suspension, and a lower seat height among a few other compromises that keep the price point lower. It will be available for $5899 (versus the $6999 price tag for the Adventure R). The KTM 390SMC R is a Supermoto sibling of the Enduro R, rolling on sporty 17-inch spoked wheels and street tires. It will be available for $5499. The post DUAL-SPORT/ADVENTURE BIKE IMPRESSION: KTM 390 ENDURO R & 390 ADVENTURE R appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи