MotoFactory

WHAT’S THE SCOOP Dear Mr. Know-It-All, I hear people saying all the time, “I am running a scoop for this weekend,” or “Man, a scoop would be perfect for these conditions.” What are they talking about, and is this something I need to be using? “Ouchy” TJ via mrknowitall@hi-torque.com TJ, nowadays, usually when people refer to “running a scoop” or “the conditions would be perfect for a scoop,” they are referring to the tread pattern on their rear tire. Made for soft terrain, the knobby pattern will be curved and act like it is scooping up the terrain when under power and propel the motorcycle forward. Almost every off-road tire manufacturer makes a version of a scoop tire. However, until recently, unless it was extremely muddy or predominantly a sand track, we didn’t see many people using this style of tire because they do not work well on harder-packed terrain. But, Dunlop recently introduced their MX14 soft-terrain tire with the goal in mind to change this. Let’s just say Dunlop was very successful in doing this. There is a laundry list of technical specifications on why the new MX14 works well, but all that matters is it’s not just good in sloppy or sandy applications now, it handles harder terrain as well. Of course, in harder-packed terrain, the lifespan of the knobs is drastically reduced and, in extreme cases, knobs will chunk off, but nothing like previous versions of their soft-terrain tire. If the conditions are soft, loamy, sandy or muddy, you won’t go wrong with the use of a scoop, TJ. Unless you have a Dunlop MX14, just make sure as the terrain dries out or harder conditions develop, you might want to switch tread patterns. DUAL-SPORT MOUSSE Dear Mr. Know-It-All, I just got back into riding now that my kids are grown and out of the house. I have a Honda CRF450RL dual-sport that I absolute love, and can’t believe I am legally able to ride it around town on my way to the trails that I spend most of my time on. With that being said, is it safe to use a mousse on a modern-day dual-sport? Thanks for your help. “Dual-Sport” Daryl via mrknowitall@hi-torque.com Daryl, there are a lot of variables when the words “dual-sport” are spoken that may affect the answers to certain questions. It sounds like you’re just like me, and a dual-sport ride consists of minimal amounts of pavement getting to the trails. Most of the ride is on dirt or some form thereof, and then minimal amounts of pavement to get back home for tacos and a beverage. The most important thing to remember about mousses is that heat is your worst enemy and will destroy a mousse faster than just about anything else. Extended high-speed pavement, asphalt or concrete sections will produce large amounts of heat inside your tires and cook a mousse faster than ice in a microwave! Another thing to be aware of is mousse technology has also evolved huge in the last few years. NitroMousse is one of our go-to companies, and they now offer two different types of mousse: one for general off-road or moto application that uses a standard-type mousse (Platinum), and the other is a softer mousse they call the Plushie for use in EnduroCross or Extreme Enduro application that’s typically lower speeds with maximum traction needed. Fitment is also key, so make sure you get the correct size mousse for the size and brand of tires you’re running. NitroMousse has a very detailed list of what mousse part numbers should be used in what tires at www.nitromousse.com. The last thing we can’t stress enough, just like with most moving parts on your motorcycle, is lube is your friend. More is better, because a dry mousse will become a bad mousse quickly! So, Daryl, to answer your question, yes, it’s safe to use a mousses on a modern-day dual-sport if you keep all these things in mind. email: mrknowitall@hi-torque.com | mail: Dirt Bike Mr. Know-It-All 25233 Anza Dr. Valencia, CA 91355 The post THE SCOOP ON SCOOP TIRES: MR. KNOW-IT-ALL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

PROJECT HONDA CRF250 The post MOTOCROSS DNA WITH OFF-ROAD PERFORMANCE | PROJECT HONDA CRF250 VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

NEW BIKE with NEW RULES The post 2026 CRF300F IS ALL NEW! (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2026 KX450 TEST https://youtu.be/clMp-IcVgBs The post 2026 KAWASAKI KX450 TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Hunter Lawrence finally broke through with his first overall win in the 450 class, but all was not well in the Lawrence camp this weekend at Ironman Raceway. Championship leader Jett Lawrence was levied with a one lap penalty for jumping the gate in moto one, and that cost him the overall win. The stretch run of the 2025 Pro Motocross Championship, sanctioned by AMA Pro Racing, began with the series’ annual visit to the motorsports mecca of the greater Indianapolis area and Ironman Raceway for Race 9 of the summer campaign and Round 26 of the SMX World Championship regular season. In the 250 Class, Monster Energy Yamaha Star Racing’s Haiden Deegan reasserted his dominance of the division with an emphatic sweep of the motos that moved him another step closer to successfully defending his title. 450 Class Moto 1 The premier class got underway with Monster Energy Yamaha Star Racing’s Eli Tomac grabbing his first Pro Motocross Holeshot of the season while Hunter Lawrence slotted into second. Meanwhile, both Red Bull KTM Factory Racing’s Chase Sexton, the defending champion, and Honda HRC Progressive’s Jett Lawrence, the points leader, both endured through adversity on the opening lap. First, Lawrence flinched forward before the gate drop and hit the gate, which then fell backwards and allowed the Honda rider to move forward and inch slightly ahead of the riders still stationed behind the gate. As this happened, the gate then dropped for the rest of the field and ultimately caused Lawrence to get off the line slower as he navigated the issue and dropped him deep in the field. Just before the completion of the opening lap Sexton, tipped over while looking to challenge for a spot inside the top three. While Sexton was able to resume still within the top 10, Lawrence was mired outside the top 20. Back up front, Tomac managed a couple-second advantage over Hunter Lawrence. The battle for the lead heated up 10 minutes into the moto as Hunter Lawrence started to apply pressure on the lead. After a brief battle, the Honda rider made the pass. Behind the leaders, both Sexton and Lawrence had largely overcome their misfortune to slot into fifth and sixth, respectively. Hunter Lawrence, meanwhile, opened a lead of more than 3.5 seconds over Tomac. That lead continued to grow as Tomac started to lose ground to a fierce battle behind him with Monster Energy Yamaha Star Racing’s Justin Cooper, Rockstar Energy Husqvarna Factory Racing’s RJ Hampshire, Sexton, and Jett Lawrence. The latter trio all made their way around Cooper and Sexton then made the move on Hampshire for third. Sexton then made the pass on Tomac for second as Jett Lawrence was able to get around Hampshire. The championship leader continued his push and made an easy pass on Tomac to secure third with a little more than eight minutes to go in the moto. As the moto entered its final five minutes the top three were within 5.5 seconds of one another. An intense battle for second unfolded between Sexton and Jett Lawrence, with the two rivals side-by-side on several occasions, making slight contact with one another a couple of times in corners, which forced Lawrence to slow his momentum to keep his Honda on two wheels. From this, Sexton was able to pull away and soon caught Hunter Lawrence. He made quick work to take the lead as time ran out on the moto. Sexton closed it out to take the moto win by 4.7 seconds over Hunter Lawrence, followed by Jett Lawrence in third. Hampshire finished in fourth, while Cooper rounded out the top five. At the conclusion of the moto, race officials determined that Jett Lawrence’s incident involving the start gate was in violation of the rulebook [Section 1.8.9, C.1.*], with a resulting penalty of one lap, which dropped Lawrence to 17th place. That moved Hampshire up to third, Cooper into fourth, and Tomac into fifth. *1.8.9 Starting Procedures; C. Defined Start Violations and Penalty Options, 1. Jumping or fouling the gate may result in a penalty of one lap or disqualification. Consistent 2-2 finishes allowed Hunter Lawrence to break through for his first career victory in the 450 Class. Photo Credit: MX Sports Pro Racing, Inc. Moto 2 The second moto saw Tomac sweep the Pro Motocross Holeshots, but he was quickly passed by Hunter Lawrence with an aggressive move. Cooper started in third, while Jett Lawrence was on a march to the front. Sexton started outside the top 10 but was able to make early passes to get on the cusp of the top five. Jett Lawrence was on a mission. He made the pass on Cooper and then charged around Tomac to take second. A brief sibling battle unfolded for the lead, but Jett made quick work on Hunter to seize control of the moto. Hunter then settled in behind his younger brother, while Tomac kept them within reach from third. Sexton, meanwhile, was able to methodically work his way up to fourth. Shortly after, Hunter Lawrence went down while running second and reentered just as Sexton passed him to move into third. On the following jump, Sexton crashed after his front wheel appeared to lock up off a jump, which ultimately ended his race. That allowed Hunter Lawrence to reclaim third. With half the moto to go, Jett Lawrence’s lead sat at 11 seconds over Tomac, with Hunter Lawrence a few more seconds behind in third. As Jett Lawrence sustained his lead, Hunter Lawrence briefly closed in Tomac but then settled into third. However, Tomac stalled his motorcycle late in the moto, which allowed Hunter Lawrence to take over second as Tomac resumed in third. Jett Lawrence went unchallenged en route to his 13th moto win of the season, finishing 6.4 seconds ahead of Hunter Lawrence. Tomac followed in third. RJ Hampshire finished runner-up finish for his first overall podium result in the 450 Class. Photo Credit: MX Sports Pro Racing, Inc. Overall A consistent afternoon saw Hunter Lawrence parlay his pair of second place finishes into his first 450 Class victory in his 20th start. RJ Hampshire made his debut on the overall podium in second (3-4), while Tomac captured his 78th career podium finish in third (6-3). Following the Moto 1 penalty, Jett Lawrence finished sixth overall (17-1), while Sexton ended up 10th overall after his DNF (1-40). The unpredictable outcome saw Jett Lawrence lose 14 points to his older brother as he now holds a 47-point lead over Hunter Lawrence. If Jett can gain three points on Hunter at the next race, he will clinch the title and hoist the Edison Dye Cup for the second time in three years. Eli Tomac’s third-place finish was the 78th podium of his 450 Class career. Photo Credit: MX Sports Pro Racing, Inc. 1st Place: Hunter Lawrence, Honda HRC Progressive (2-2) “I haven’t got the energy to be emotional or happy. It’s hot and I’m finished. I’m just happy to get one [a win]. A lot of second place finishes, but it’s good to get the monkey off my back.” 2nd Place: RJ Hampshire, Rockstar Energy Husqvarna Factory Racing (3-4) “This just shows I’m a man of my word. I said I’d be on the podium by the end of this [season]. My speed is getting better, my bike is getting better, my health is getting better. I’m just so happy riding this 450 and being able to show what I’m capable of.” 3rd Place: Eli Tomac, Monster Energy Yamaha Star Racing (6-3) “I’m surprised I’m on the podium. I’ve been having a rough day. Physically, I’m not well at the moment and I’m just glad I was able to hold on there in the end and keep fighting. It was a bit of a rough one for us, but I’ll take the podium.” 450 Class Overall Results (Moto Finish // Points) Hunter Lawrence, Landsborough, Queensland, Australia, Honda (2-2 // 44) RJ Hampshire, Hudson, Fla., Husqvarna (3-4 // 38) Eli Tomac, Cortez, Colo., Yamaha (6-3 // 36) Justin Cooper, Cold Spring Harbor, N.Y., Yamaha (4-5 // 35) Jorge Prado, Lugo, Galicia, Spain, Kawasaki (5-6 // 33) Jett Lawrence, Landsborough, Queensland, Australia, Honda (17-1 // 30) Dylan Ferrandis, Avignon, France, Honda (7-8 // 29) Malcolm Stewart, Haines City, Fla., Husqvarna (9-7 // 28) Justin Barcia, Monroe, N.Y., GASGAS (8-9 // 27) Chase Sexton, La Moille, Ill., KTM (1-40 // 25) 450 Class Championship Standings (Race 9 of 11) Jett Lawrence, Landsborough, Queensland, Australia, Honda – 412 Hunter Lawrence, Landsborough, Queensland, Australia, Honda – 365 Eli Tomac, Cortez, Colo., Yamaha – 324 Justin Cooper, Cold Spring Harbor, N.Y., Yamaha – 315 RJ Hampshire, Hudson, Fla., Husqvarna – 293 Jorge Prado, Lugo, Galicia, Spain, Kawasaki – 224 Aaron Plessinger, Hamilton, Ohio, KTM – 204 Malcolm Stewart, Haines City, Fla., Husqvarna – 182 Valentin Guillod, Motier, Switzerland, Yamaha – 156 Cooper Webb, Newport, N.C., Yamaha – 151 450SMX Regular Season Standings (Round 26 of 28) Justin Cooper, Cold Spring Harbor, N.Y., Yamaha – 596 Cooper Webb, Newport, N.C., Yamaha – 516 Chase Sexton, La Moille, Ill., KTM – 510 Jett Lawrence, Landsborough, Queensland, Australia, Honda – 483 Malcolm Stewart, Haines City, Fla., Husqvarna – 459 Aaron Plessinger, Hamilton, Ohio, KTM – 459 Hunter Lawrence, Landsborough, Queensland, Australia, Honda – 427 Eli Tomac, Cortez, Colo., Yamaha – 404 Justin Barcia, Monroe, N.Y., GASGAS – 323 RJ Hampshire, Hudson, Fla., Husqvarna – 293 250 Class Moto 1 The opening moto of the afternoon began with Honda HRC Progressive’s Jo Shimoda out front with the Pro Motocross Holeshot ahead of Triumph Factory Racing’s Jalek Swoll and Monster Energy Yamaha Star Racing’s Daxton Bennick, with his teammate Deegan a couple positions back in fifth. The clear track became a huge advantage for Shimoda early as he quickly opened a three-second lead over the field. Meanwhile, Deegan made a couple passes to move up into the top three. The defending champion and points leader then made the move around Swoll for second and looked to make inroads on a 5.7 second deficit to Shimoda. While Deegan initially gained some ground on Shimoda his momentum stalled out. The Honda rider then added to his advantage throughout the middle of the moto, which surpassed seven seconds. Behind them, Red Bull KTM Factory Racing’s Tom Vialle broke into the top three. Back up front, the lead stabilized for a few laps, but Deegan then started to pick up the pace and began to consistently eat into Shimoda’s lead. With five minutes to go, less than two seconds separated the top two, with Deegan carrying the momentum as the fastest rider on the track. He continued to close in and made a tactful pass on Shimoda to take the lead with a little more than two minutes to go. Deegan sprinted away in the closing laps to take his 11th moto win of the season, 7.9 seconds ahead of Shimoda. Vialle finished third, followed by Monster Energy Pro Circuit Kawasaki’s Garret Marchbanks in fourth and Triumph Factory Racing’s Mikkel Haarup in fifth. Haiden Deegan posted his fifth 1-1 sweep of the season. Photo Credit: MX Sports Pro Racing, Inc. Moto 2 Deegan seized the moment to begin Moto 2 by storming out to the Pro Motocross Holeshot, ahead of Vialle and Shimoda. As Deegan looked to slip away, Shimoda made the move around Vialle and gave chase to Deegan. The lead trio then settled in throughout the heart of the moto, with a few seconds separating Deegan from Shimoda. Shimoda was able to gain ground on Deegan as the moto approached its final 10 minutes, but the Yamaha rider responded and was able to establish his largest advantage. Deegan put the exclamation point on a sweep of the motos with a wire-to-wire effort that saw him take moto win number 12 by 12.3 seconds over Shimoda. Vialle finished in a distant third. Another strong outing earned Jo Shimoda a fourth straight podium result. Photo Credit: MX Sports Pro Racing, Inc. Overall Deegan’s fifth 1-1 outing of the summer provided him with his sixth win of the season and the 13th victory of his career. Shimoda’s strong second half continued with a runner-up effort (2-2) and a fourth consecutive podium result. After sitting out the previous race, Vialle’s return to action resulted in his fourth podium finish of the season in third (3-3). With the win, Deegan’s second straight title is now within reach as he has a 51-point lead over Shimoda. If Deegan’s lead remains at 50 points or more the conclusion of the next race, he will clinch the Gary Jones Cup one race early. Additionally, Deegan was able to secure the top seed for the SMX Playoffs. Tom Vialle returned from a missed race to secure his fourth podium finish of the season. Photo Credit: MX Sports Pro Racing, Inc. 1st Place: Haiden Deegan, Monster Energy Yamaha Star Racing (1-1) “I felt like myself again, which was nice. It’d been a while. I was able to find some sick lines. It was awesome, especially to do it when I was announced to be a part of Team USA (for the Motocross of Nations).” 2nd Place: Jo Shimoda, Honda HRC Progressive (2-2) “[Deegan] was just riding too good. I had nothing for him [today]. I had a good start and saw his lines and tried to follow, but I just need to be better. I’m enjoying it, so let’s keep going.” 3rd Place: Tom Vialle, Red Bull KTM Factory Racing (3-3) “It was good to be back. I was able to get good starts and run up front. I didn’t have the pace to run with Haiden [Deegan] and Jo [Shimoda] but I am really happy with the result and I’m looking forward to Unadilla.” 250 Class Overall Results (Moto Finishes // Points) Haiden Deegan, Temecula, Calif., Yamaha (1-1 // 50) Jo Shimoda, Suzuka, Japan, Honda (2-2 // 44) Tom Vialle, Avignon, France, KTM (3-3 // 40) Garrett Marchbanks, Coalville, Utah, Kawasaki (4-6 // 34) Drew Adams, Chattanooga, Tenn., Kawasaki (8-5 // 31) Mikkel Haarup, Silkeborg, Denmark, Triumph (5-9 // 30) Maximus Vohland, Sacramento, Calif., Yamaha (7-8 // 29) Levi Kitchen, Washougal, Wash., Kawasaki (14-4 // 26) Austin Forkner, Richards, Mo., Triumph (11-10 // 23) Seth Hammaker, Bainbridge, Pa., Kawasaki (9-12 // 23) 250 Class Championship Standings (Race 9 of 11) Haiden Deegan, Temecula, Calif., Yamaha – 418 Jo Shimoda, Suzuka, Japan, Honda – 367 Garrett Marchbanks, Coalville, Utah, Kawasaki – 286 Levi Kitchen, Washougal, Wash., Kawasaki – 265 Tom Vialle, Avignon, France, KTM – 242 Mikkel Haarup, Silkeborg, Denmark, Triumph – 239 Maximus Vohland, Sacramento, Calif., Yamaha – 197 Michael Mosiman, Sebastopol, Calif., Yamaha – 180 Seth Hammaker, Bainbridge, Pa., Kawasaki – 180 Jordon Smith, Belmont, N.C., Triumph – 171 250SMX Regular Season Standings (Round 26 of 28) Haiden Deegan, Temecula, Calif., Yamaha – 639 Jo Shimoda, Suzuka, Japan, Honda – 530 Garrett Marchbanks, Coalville, Utah, Kawasaki – 431 Tom Vialle, Avignon, France, KTM – 422 Seth Hammaker, Bainbridge, Pa., Kawasaki – 357 Michael Mosiman, Sebastopol, Calif., Yamaha – 301 Maximus Vohland, Sacramento, Calif., Yamaha – 317 Julien Beaumer, Lake Havasu City, Ariz., KTM – 311 Levi Kitchen, Washougal, Wash., Kawasaki – 304 Jordon Smith, Belmont, N.C., Triumph – 297 The 2025 Pro Motocross Championship will continue with the penultimate race of the season on Saturday, August 16, from Central New York’s legendary Unadilla MX for the Elf Lubricants Unadilla National. Exclusive and comprehensive live broadcast coverage of the 10th race of the season can be seen on Peacock, beginning with Race Day Live at 7 a.m. PT / 10 a.m. ET, followed by uninterrupted coverage of the motos at 10 a.m. PT / 1 p.m. ET. The post 2025 IRONMAN PRO MOTOCROSS RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Between Ducati’s entry in the motocross world and Fantic’s arrival in the U.S., it’s become clear: we have to brush up on our Italian. Italy has always been a major player in the dirt bike world, but for various reasons, they haven’t always been imported to the U.S. in very large numbers. In the 54 years that Dirt Bike has been testing motorcycles, there have been dozens of Italian brands that we’ve seen, ridden or just heard rumors of. There are two things they all have in common: First, they are all beautifully crafted. Second, they have very complicated histories full of in-fighting and financial squabbles. Here are some of the more memorable Italian jobs that have appeared in the pages of Dirt Bike. Belgian great Jacky Martens gave Husqvarna and Italy a world championship in 1993. Between Ducati’s entry in the motocross world and Fantic’s arrival in the U.S., it’s become clear: we have to brush up on our Italian. Italy has always been a major player in the dirt bike world, but for various reasons, they haven’t been imported to the U.S. in very large numbers. In the 54 years that Dirt Bike has been testing motorcycles, there have been dozens of Italian brands that we’ve seen, ridden or just heard rumors of. There are two things they all have in common: First, they are all beautifully crafted. Second, they have very complicated histories full of in-fighting and financial squabbles. Here are some of the more memorable Italian jobs that have appeared in the pages of Dirt Bike. GET YOUR MOTOR RUNNING Aermacchi had a very complicated history. This was an Italian aircraft company on the shores of Lake Varese that made Italy’s greatest fighters in WWII. The company started making small-displacement two-strokes after the war and was eventually bought by AMF Harley-Davidson. The thinking was that it would help Harley compete against the Japanese bikes of the day. The Harley Baja 100 was most famous for giving Larry Roeseler his start. In stock form, it wasn’t that great. Dirt Bike Magazine called it “a re-hashed Italian street bike with no redeeming traits.” THE MOTOR COMPANY For a short time, Harley-Davidson was deeply involved in off-road racing. Larry Roeseler, Bruce Oglivie and Bob Rutton won several desert races, including the Baja 500. In motocross, Marty Tripes and Rex Staten rode for the factory Harley team. The 1978 Harley-Davidson MX250 was a one-year model that came out of the Aermacchi factory before the Italian Harley chapter ended. FAMILY FIRST Claudio and Gianfranco Castiglioni had a massive effect on the motorcycle industry that is still felt today. In the ’80s, they acquired the Aermacchi/Harley Davidson factory in Varese and started their own brand. They named it Cagiva as a composite of their family name and the town of Varese. In 1987 they acquired Husqvarna. Shortly afterward they also took control of Ducati and MV Agusta. The company always seemed to struggle, but bounced back from disaster time after time BIRTH OF A GENRE Italjet is a scooter company that was a pioneer in the mini-cycle world. Many famous motocross riders of the ’90s got their start racing Italjet two-strokes. Today, Italjet still makes scooters, but clearly inspired companies like Cobra. A NAME THAT LIVES ON SWM was a company in Milan that had considerable success in trials and off-road racing. The original company ceased production in 1984, but was resurrected 30 years later with financial backing from Chinese conglomerate Shinray. Today, some SWM motorcycles are manufactured at the former Husqvarna factory near Varese, while others are made in China. SOME NAMES JUST DON’T TRANSLATE Kramer was an Italian motorcycle company that used Austrian Rotax motors in the ’70s. At some point, they were re-branded with the name “Kram-It.” That didn’t play well in English-speaking countries. THE BOOM WE MISSED For many years Italy’s biggest motorcycle manufacturer was Aprilia. The company’s mainstay was small-displacement two-stroke street bikes, which were effectively banned in America back in the ’80s. THE BOOM WE CAUGHT Aprilia was making adventure bikes before we called them adventure bikes. The 600 Wind was a bike that U.S. riders didn’t understand in 1990. We would eat it up today. LITTLE GROUND BREAKER LEM was another Italian company that set the stage for the mini racers of today. They used Franco Morini two-stroke motors and were quite successful in the late ’90s. AN ITALIAN KTM? That was how the Austrian company first got involved with minis. KTM decided it was easier to re-badge LEMs than it was to make their own 50cc bikes. The KTM/LEM had spectacular success in U.S. racing with Mike Alessi. By 1996, KTM decided to build its own minis. PINK POWER TM Moto goes back to 1977, but didn’t have an official U.S. importer until the ’90s. The company started off in the karting world and transitioned into off-road. Back then, the ISDE had a class for full-size 80cc bikes, and TM dominated the field. THE HUSKY LEGACY When Cagiva purchased Husqvarna from Electrolux in 1987, the only model that was retained was the 510cc four-stroke. Over the years that bike evolved, and before long, it had only a hint of the original Swedish design. Overall, the four-stroke was the best motorcycle to carry the Husqvarna name in the ’90s. LITTLE BUT LATE By 2000, Husqvarna had joined the crowd of manufacturers that re-badged LEM minis with the Franco Morini motor. At that time Husqvarna had a number of impressive R&D projects in the back room, but was struggling to keep the front door open. WHAT’S THAT IN YOUR POCKET? Polini started off making hop-up kits for scooters. Eventually, they started making their own motors, and that led to an explosion of “pocket bikes,” which were miniature GP road racers. In the late ’90s, the company also produced motocross bikes. V-2 ROCKET Aprilia’s 500cc, V-twin dual-sport bike was amazingly sophisticated and wicked fast. The bike had potential, but production costs were high and some glitches were never worked out. Very few were imported to the U.S. THE MX TWIN In the mid-2000s, Aprilia produced the most sophisticated 450cc motocross bike ever made. The MXV450 was a fuel-injected V-twin that weighed only 245 pounds. In 2010, Josh Choppins finished 12th overall in the MXGP World Championship on the works MXV450. Not long afterward, the project was abandoned. BETA GOES OFF-ROAD For years Beta specialized in trials bikes. That changed in the mid-2000s when the first Beta 450RR arrived. At the time Beta purchased its motors from KTM. It was only a few years before Beta produced its own four-stroke motor to become the biggest Italian importer of off-road bikes. LUCKY EXPLORER In 1990 and 1994, Edi Orioli won the Dakar Rally on a Cagiva. Or was it a Ducati? Or was it an MV Agusta? All three brands were under the same umbrella in those days. Today, MV Agusta uses that legacy to promote the LXP Orioli Edition. VERTEMATI PART ONE Alvaro and Guido Vertemati started off as the Husaberg importer and were quite successful in GP racing with Joel Smets, winning three championships in the ’90s. It was a great bike, but financial issues kept it from reaching production. VERTEMATI PART TWO The Vertemati brothers took on partners to bring a compromised production version of their bike to the market in 1999. VERTEMATI PART THREE Alvaro and Guido Vertemati broke away from the production company they founded, which was relaunched as VOR. VERTEMATI PART FOUR The Vertemati brothers finally reached limited production with their own bike in 2001. It was beautifully constructed. DUAL CITIZENSHIP Benelli is one of the oldest motorcycle manufacturers in the world. After years of struggle, the company ceased production in 2003 and then was acquired by Qianjiang Motorcycle, a large Chinese company two years later. DUAL CITIZENSHIP PART TWO Moto Morini is another iconic Italian brand that goes back almost 100 years. It was once a piece of the Cagiva conglomerate, but now is owned by Zhongneng Vehicle Group. Like Benelli, Morini maintains a design department in Italy. Ciao! –Ron Lawson The post FROM ITALY WITH LOVE: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

PRESS RELEASE: The American Motorcyclist Association (AMA) has announced the three riders that will comprise the U.S. Motocross Team for the 2025 Fédération Internationale de Motocyclisme (FIM) Monster Energy Motocross of Nations (MXoN), which will be held October 3-5 from Ironman Raceway in Crawfordsville, Indiana. The host country will be well represented by a trio of AMA Supercross and AMA Pro Motocross champions who are all global superstars of the sport. The lineup will be anchored by decorated Monster Energy Yamaha Star Racing rider Eli Tomac (Cortez, CO), a two-time AMA Supercross Champion and four-time AMA Pro Motocross Champion with five prior MXoN appearances. He’ll be joined by Red Bull KTM Factory Racing’s Chase Sexton (La Moille, IL), a fellow AMA Supercross Champion and the reigning AMA Pro Motocross Champion who will represent the U.S. for the second time, and Monster Energy Yamaha Star Racing’s Haiden Deegan (Temecula, CA), who will make his MXoN debut as the reigning AMA Supercross 250 West Division Champion, AMA Pro Motocross 250 Class Champion, and back-to-back SuperMotocross 250cc World Champion. The U.S. Motocross Team for the 2025 FIM MXoN, comprised of (L to R) Chase Sexton, Haiden Deegan, and Eli Tomac, was announced at Ironman Raceway, which will serve as the host venue for the October event. Photo Courtesy MX Sports Pro Racing, Inc. The team will be managed by AMA Director of Racing Mike Pelletier, following the recent retirement of longtime team manager and AMA Motorcycle Hall of Fame member Roger DeCoster. It will mark the first time someone other than DeCoster has helmed the United States’ efforts in the annual international competition, affectionately referred to as the “Olympics of Motocross.” “To serve as team manager for the United States Motocross of Nations team is an honor of a lifetime,” Pelletier said. “We have a tremendous team in place this year, with three racers that have already proven their championship-winning pedigrees. We look forward to competing in front of our fans and defending our home turf this year!” Mike Pelletier (far right) will oversee the U.S. team for the first time. Photo Courtesy MX Sports Pro Racing, Inc. The team captain from the most recent title-winning U.S. team from 2022, Tomac’s celebrated racing legacy and his distinction as a legend of the sport will certainly include his commitment to the MXoN, as he prepares to make his sixth appearance this October. Tomac is a three-time winner at Ironman Raceway in the Pro Motocross Championship. “I’m excited to represent the USA once again this year,” Tomac said. “It’s going to be great to be on home turf and I believe our team will be very fast at Ironman!” Monster Energy Yamaha Star Racing’s Eli Tomac will make his sixth MXoN appearance. Photo Courtesy MX Sports Pro Racing, Inc. Another member of the winning lineup from 2022, Sexton will wear the stars and stripes for the second time in his career and will look to move to 2-0 at the MXoN. Sexton grew up about 200 miles from Ironman Raceway, where he’s a two-time winner in the Pro Motocross Championship. “It’s an honor to represent team USA at this year’s Motocross of Nations, especially with the event being held at Ironman Raceway alongside Eli Tomac and Haiden Deegan,” Sexton said. “It’s extra special for me with the race taking place so close to where I grew up. I can’t wait to race in front of many hometown fans and represent my country on home soil.” Red Bull KTM Factory Racing’s Chase Sexton will represent the USA for the second time. Photo Courtesy MX Sports Pro Racing, Inc. As one of motocross’ biggest and brightest rising stars, Deegan will make his highly anticipated MXoN debut and represent his country on the sport’s biggest stage. The ultra-competitive racer will surely wear the red, white, and blue with pride as he takes on the world’s best. “I’m stoked to finally be healthy enough to go race for my country and bring that trophy home where it belongs,” Deegan said. Monster Energy Yamaha Star Racing’s Haiden Deegan will make his MXoN debut. Photo Courtesy Feld Motor Sports, Inc. As the single largest and most decorated event in professional motocross, the FIM Motocross of Nations pits the world’s best riders against one another, while nations compete for global supremacy in the sport. Tickets are available at www.MXoNUSA.com to watch the Americans defend their homeland during the three-day competition. Crawfordsville, Indiana’s Ironman Raceway will host the world’s best at the 2025 Monster Energy FIM Motocross of Nations, October 3-5. Photo Courtesy MX Sports Pro Racing, Inc. More information about the 2025 Monster Energy Motocross of Nations can be found by visiting www.MXoNUSA.com. Also follow MXoN USA on Facebook and Instagram to stay up to date on everything surrounding this year’s event. For admission information, please email Tickets@MXoNUSA.com with any questions. For more information on Ironman Raceway please call (304) 284-0084 or visit the official website a www.IronmanRaceway.com. Also follow Ironman Raceway on Facebook, Twitter and Instagram for exclusive content and to catch the latest news. The post 2025 U.S. MOTOCROSS OF NATIONS TEAM SELECTED appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Husqvarna Mobility laid their 2026 motocross model lineup on the table this morning, revealing what the sister company to KTM has in store for its latest range of MX competition models. To no surprise there are very few mechanical changes for the big bikes—new radiator caps and new fuel line protector. What is interesting is that the FC 250 and FC 450 four-strokes are absent from the 2026 line. While the release states that the FC 250 and FC 450 Factory Edition models will be revealed later this year (around November our sources say), we expect this is a holdover year for the standard FC 250 and 450 in the U.S. Also missing from the 2026 line of motocrossers are the TC 300 and TC 150 two-strokes and the FC 350 four-stroke. We can anticipate a return to the full model range in the future, but for now, Husqvarna has a limited motocross range for 2026, with only four full-size models, the TC 125 and TC 250, and later this fall the FC 250 and FC 450 Factory Editions, coming to North America. Three minicycles join the line-up for 2026, with the TC 85, TC 65 and TC 50 receiving several minor technical updates. As for the 2026 Cross-Country range from Husqvarna, we also find a limited range. Look for the TX 300 two-stroke and FX 350 four-stroke in dealerships this fall. Updates to the cross-country models include a switch to Dunlop Geomax AT82 tires. Yes, a 2026 Husqvarna FC 450 exists. But we won’t be getting it here in the U.S. Look for the Factory Edition FC models in November. The full Husqvarna press release follows. Husqvarna Mobility is pleased to present its motocross and cross-country line-up for 2026. These model ranges include machines for both children and adults, with each one delivering the ultimate in true motocross and offroad performance. The complete selection of competition-focused machinery will be available at authorized Husqvarna Mobility dealerships starting fall of 2025. The full-size line-up comprises the most popular models from recent years – the TC 125 and TC 250 2-stroke motocross models (the FC 250 FACTORY EDITION and FC 450 FACTORY EDITION 4-strokes will be announced later this year) and the TX 300 and FX 350 cross country models. All four machines are designed to perform on track, while an extensive list of race-tested components highlights their premium build specification. Updates for 2026 include a new fuel line protector, radiator cap, and distinctive Swedish-inspired graphics. 2026 Husqvarna TC 125 For 2-stroke enthusiasts, the TC 125 and TC 250 motocross machines and TX 300 cross country model continue to set the standard in their respective classes. These models are at the cutting edge of development, utilizing Throttle Body Injection (TBI) to deliver smooth and consistent power at all times. In addition to the shared updates for all three models, they feature a revised routing of the wiring harness to enhance durability. Together with a perfectly balanced chassis, the latest WP suspension, and equipped with carefully chosen premium components as standard, they deliver outstanding performance. With its 350 cc DOHC engine, the FX 350 produces power to rival larger 450 machines while retaining the lighter riding feel of a 250. On the tracks, trails, and particularly between the trees, this combination ensures a highly engaging riding experience. The performance of the FX 350 can also be customized using its advanced electronic rider aids, including Launch and Traction Control, a Quickshifter, and a choice of two engine maps. Both the TX 300 and FX 350 feature new Dunlop Geomax AT82 tires for enhanced performance in all terrain. Technical highlights – full size machines: New graphics for a distinctive and modern look New threaded radiator cap for easier inspection of the coolant level New fuel line protection cap for improved durability Improved wiring harness routing on 2-stroke models Advanced chassis for enhanced flex, cornering agility, and stability New Dunlop Geomax AT82 tires (MX34 tires on TC models) for exceptional grip on all surfaces All models feature engine mounts that aid overall chassis flex Throttle Body Injection (TBI) on the 2-stroke engines delivers class-leading power and rideability Multifunctional Map Select Switch houses the quickshifter, traction, and launch control buttons and offers two engine maps for 4-stroke models Durable aluminum-polyamide subframe designed with specifically calculated rigidity WP XACT 48 mm front forks with AER technology provide exceptional damping and performance (TC 125 and TC 250) WP XACT 48 mm closed-cartridge spring fork for consistent damping across long rides (TX 300 and TX 350) WP XACT rear shock features a CFD-optimized main piston and is hand-adjustable Self-adjusting and maintenance-free Brembo hydraulic clutch system Race-tested ProTaper handlebars and comfortable ODI lock-on grips All models feature a reliable and lightweight electric start system All three minicycles – the TC 50, TC 65, and TC 85 – utilize the latest 2-stroke technology. For 2026, all three models receive several technical updates, with shared revisions including a new triple clamp design and threaded radiator cap. For many youngsters, the popular TC 50 will be their first true motocross machine, and it’s built to the same high standard as the rest of the range. A new air cartridge inside the WP forks, combined with low-friction seals, improve damping for a heightened level of control. Further updates include new transmission shafts with wider dimensions and reinforced components and a new exhaust gasket made of special material improving durability and quality. Plus, with easily adjustable ergonomics, the TC 50 can be altered in height as riders grow in size and confidence. The TC 65 offers similar adjustability and benefits from a new exhaust gasket and a redesigned exhaust valve. In addition, the larger displacement model features a lightweight hydraulic clutch and a close-ratio 6-speed gearbox that features smooth gear changes. The TC 85 completes the range. Available with two different wheel size options to suit various rider heights (19/16 and 17/14), this popular model enters the second year of its current generation. With an engine delivering best-in-class performance and a stable chassis, the TC 85 continues to set the standard in the competitive 85 cc category. In addition to the shared revisions found across the minicycle range, a new adjustable rear brake pedal offers improved control. Technical highlights – Minicycles: Striking new graphics highlight the Swedish heritage of the brand New air cartridge and seals for the WP forks improve on-track performance (TC 50 and TC 65) New threaded radiator cap for easy coolant level inspection New triple clamp mounting design extends lifespan of steering bearings New laser-cut exhaust gasket improves sealing and durability (TC 50 and TC 65) New transmission shafts with wider dimensions and reinforced components to enhance durability (TC 50) New exhaust valve design for the TC 65 aids reliability New adjustable rear brake pedal tip improves control on the TC 85 MAXXIS MAXXCROSS MX-ST tires provide exceptional straight-line stability and traction All models deliver unrivalled engine performance and rideability Adjustable ergonomics allow the TC 50 and TC 65 to be easily altered as riders grow Perfectly balanced chromium molybdenum frames offer confidence-inspiring stability Easily adjustable WP XACT forks feature AER technology and a XACT PDS shock ensures optimal performance Smooth bodywork and a high-grip seat cover for comfort and control Lightweight hydraulic clutches on the TC 65 and TC 85 reduce fatigue Formula braking components for best-in-class stopping power Race-tested components deliver performance and durability The 2026 motocross and cross-country ranges will be available at authorized Husqvarna Mobility dealers worldwide beginning fall of 2025. The post HUSQVARNA REVEALS 2026 MOTOCROSS AND CROSS-COUNTRY LINE-UP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

One of many traditions at the AMA Amateur Championship each year is the reveal of the upcoming models for Cobra. This year was no exception and the 2026 Cobra motorcycles can now be viewed at https://cobramoto.com/. Here are the highlights as released by Cobra: 2026 CX65 MSRP: $6,298 * The 2026 CX65 is built on an incredible heritage of carrying some of the top minicycle pilots to multiple national championships over the past decade. This now includes Cobra’s first-ever wins at the 2025 FIM Junior Motocross World Championship with a Gold and Bronze double podium. Cobra Elite Team graduates like Chase Sexton, Austin Forkner, Pierce Brown, Jett Reynolds, Casey Cochran, and Drew Adams helped develop this bike into the fastest, lightest, and best handling 65cc bike on the planet, and current rippers including Kannon Zabojnik are putting the CX65 on top of the box at tracks around the world. 2026 CX50FWE MSRP: $6,246 * The CX50FWE draws on over 30 years of dominance in providing this class-leading race machine to little rippers worldwide. The heritage of this motorcycle is truly incredible; turn on pro motocross or supercross, and the vast majority of those athletes raced a Cobra 50 early in their amateur careers. Each year we make improvements to ensure the CX50FWE retains its spot at the top of the class. 2026 CX50SR MSRP: $5,245 * The CX50SR King is the perfect motorcycle for the aspiring little ripper. Built for the weekend racer, this bike shares much of the architecture of its big brother, the CX50FWE, but it does so in a value-minded manner. New to motocross? This is the perfect machine! 2026 CX50JR MSRP: $5,140 * The CX50JR is the latest incarnation of the most successful racing motorcycle in U.S. History. This little bike has won every AMA national championship since its inception in 1997. That’s a perfect record over the course of nearly 30 years! We’ve improved upon last year’s all new model with even better handling and performance. Welcome to the big leagues Junior! 2026 CX5E MSRP: $7,715 * The revolutionary CX5E comes hot off the heels of its domination at the 2024 Loretta Lynn’s National Championships! This ultimate electric minicycle is built for young racers who crave competition and are ready to experience world class acceleration and responsive handling that will leave their competition in the dust! With its modern ergonomics and chassis, the CX5E glides through the air and on the track, allowing you to hit the jumps and turns with incredible precision. The CX5E is a game-changer in the world of junior motocross, and a must-have for any young racer looking to govern the competition. Get on board the CX5E and let the adrenaline-fueled ride begin! *Plus destination, dealer and local fees The post COBRA MOTO, 2026 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

STARK VARG 1.2 MX The post NEW STARK VARG 1.2 MX ELECTRIC BIKE (VIDEO) appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM is continuing to trickle out news of its 2026 offerings. The XC-W line of off-road bikes has now been shown. These are the trail-oriented off-road models as opposed to the competition XC and XC-F bikes announced last week. Pricing is still to come as well as dual-sport and adventure bikes. So far the 350 off-road four-strokes have been missing, but there has been a promise of a 350 Factory Edition still to come. The official KTM press release follows: Enduro trails have lacked some fresh orange in 2025, so now is the time to peel away both the covers and the limits for the rest of the year and beyond with the 2026 KTM XC-W range. We’ve redefined our conquering Enduro collection and also the limits thanks to key updates and refinements to the principal four models, and with more special editions to come. Tracks, obstacles, stages, Hard Enduro, all-weather, all-competition: the 2026 KTM Enduro roster has the pedigree and the focus to satisfy any level, any ability, any contest. The only real question is whether riders can make the most of the engineering? The 2026 KTM Enduro portfolio consists of (news of the 2026 KTM 350 EXC-F and KTM 500 EXC-F dual-sports coming in the following weeks): 2-Stroke: KTM 150 XC-W KTM 250 XC-W KTM 300 XC-W 4-Stroke: KTM 450 XCF-W 2026 KTM 450XCF_W KTM riders – past and current – know that modifications are crucial to maintain a competitive edge, while newcomers to the XC-W family will be wondering how those orange bikes fly along so fast. The present KTM Enduro platform has been chiseled to an exceptionally high standard for engine technology (powerful, compact, reliable, light and advanced motors, with the TBI electronic fuel injection system for 2-strokes) and the world class hydro-formed, laser-cut and robot-welded chassis (including the aluminum swingarms and hybrid subframes) with calculated longitude and torsional flex for a prime riding sensation. The bikes are race-ready refined. Example? How about the forged triple clamps, Neken bars, Brembo brakes and hydraulic clutch, Keihin throttle body, and ODI lock-on grips. Then other attributes like the Offroad Control Unit, GIANT high-strength alloy rims, potent LED headlight, and in-mold plastics. 2026 KTM 150XC-W The 2026 range then brings significant suspension upgrades with the tried-and-tested 48 mm WP XACT Closed Cartridge spring fork receiving new damping settings and new, lighter, shorter springs, as well as a reworked pressure reservoir that has been adapted with revised geometry of the spring support. A new one-piece hydro stop rounds out the front fork overhaul which also results in an overall weight-saving of 200 grams. Less weight, more performance equals more feel, more confidence. 2026 KTM 250XC-W KTM signature shock technology with the WP XPLOR PDS also benefits from the same attention to setup and optimization as the fork with new settings for the new year. Maintenance is a breeze with no external moving parts to worry about. The constant strive for better traction and stability continues and takes another roll forward. A new protection cap has been added to the CPC fuel connector for all bikes. This not only provides an added layer against damage but is also another seal to prevent the intrusion of dirt and water. The cooling system on 2026 KTM Enduro models has undergone a revision with a new radiator cap. A standard thread allows for easier and faster opening. On a related subject, a radiator fan is attached on the KTM 450 XCF-W as standard. 2026 KTM 300XC-W Another notable difference comes through the fresh 2026 styling and in-mold graphics package for the bi-composite plastics. The effect introduces a more vivid orange to the scene but also flashes of red on the forkguards and re-modeled tank spoilers where redistributed airflow will help with cooling. The high-grip seat cover is now black with similar textured material for the frame protectors, bar pads and tank spoilers. Last but not least, Dunlop has provided new Geomax AT82 tires for superb offroad mastery. The 2026 KTM XC-W range is the culmination of many years of R&D fighting at the sharp end of Enduro competition worldwide, bringing dynamic race-bred performance, focused ergonomics, and leading technology to the start line. Ready for the next lap? As always, a dedicated spread of KTM PowerWear and KTM PowerParts is designed to provide the highest levels of customization (both practical and aesthetic) with vast collections ready to meet the wishes of hobby riders and pro racers alike. 2026 KTM XC-W and XCF-W bikes will be available at authorized KTM dealers from September onward. For more information, visit ktm.com. 450XCF-W SPECIFICATIONS Engine Type: Single Cylinder, 4-Stroke Displacement: 449.9 cc Bore/Stroke: 95/63.4 mm Starter: Electric, Lithium Ion 12.8V 2Ah Transmission: 6 Gears, Wide Ratio Fuel System: Keihin EFI, Throttle Body 42 mm Lubrication: Pressure Lubrication with 2 Oil Pumps Primary Ratio: 29:72 Final Drive: 13:52 Cooling: Liquid Cooling Clutch: Wet Multi-Disc DDS Clutch, Brembo Hydraulics Ignition: Keihin EMS Frame: Central Double-Cradle Type 25CrMo4 Steel Subframe: Aluminum Reinforced Polyamide Handlebar: NEKEN, Aluminum Ø 28/22 mm Front Suspension: WP XACT Closed Cartridge USD Ø 48 mm Rear Suspension: WP XPLOR Shock with PDS Suspension Travel Front / Rear: 300 / 310 mm; 11.8 / 12.2 in Front/Rear Brakes: Disc Brake 260 mm; 220 mm Front/Rear Rims: 1.60 x 21” / 2.15 x 18” Giant Front/Rear Tires: 80/100-21” / 110/100-18” Dunlop AT82 Chain: 520, X-Ring Silencer: Aluminum Steering Head Angle: 26.1º Triple Clamp Offset: 22 mm Wheelbase: 1,489 ± 10 mm / 58.6 ± 0.4 in Ground Clearance: 374 mm / 14.7 in Seat Height: 963 mm / 37.9 in Tank Capacity, Approx: 8.5 l / 2.24 gal Weight (without fuel), Approx: 107.5 kg / 236.9 lb 300 XC-W SPECIFICATIONS Engine Type: Single Cylinder, 2-Stroke Displacement: 293.15 cc Bore/Stroke: 72/72 mm Starter: Electric, Lithium Ion 12.8V 2Ah Transmission: 6 Gears, Wide Ratio Fuel System: Keihin EFI, Throttle Body 39 mm Lubrication: Electronically Regulated Oil Pump Primary Ratio: 26:72 Final Drive: 14:50 Cooling: Liquid Cooling Clutch: Wet Multi-Disc DDS Clutch, Brembo Hydraulics Ignition: Vitesco Technologies EMS Frame: Central Double-Cradle Type 25CrMo4 Steel Subframe: Aluminum Reinforced Polyamide Handlebar: NEKEN, Aluminum Ø 28/22 mm Front Suspension: WP XACT Closed Cartridge USD Ø 48 mm Rear Suspension: WP XPLOR Shock with PDS Suspension Travel Front / Rear: 300 / 310 mm; 11.8 / 12.2 in Front/Rear Brakes: Disc Brake 260 mm; 220 mm Front/Rear Rims: 1.60 x 21” / 2.15 x 18” Giant Front/Rear Tires: 80/100-21” / 110/100-18” Dunlop AT82 Chain: 520, X-Ring Silencer: Aluminum Steering Head Angle: 26.1º Triple Clamp Offset: 22 mm Wheelbase: 1,489 ± 10 mm / 58.6 ± 0.4 in Ground Clearance: 374 mm / 14.7 in Seat Height: 963 mm / 37.9 in Tank Capacity, Approx: 9 l / 2.37 gal Weight (without fuel), Approx: 104.4 kg / 230.1 lb 250XC-W SPECIFICATIONS Engine Type: Single Cylinder, 2-Stroke Displacement: 249 cc Bore/Stroke: 66.4/72 mm Starter: Electric, Lithium Ion 12.8V 2Ah Transmission: 6 Gears, Wide Ratio Fuel System: Keihin EFI, Throttle Body 39 mm Lubrication: Electronically Regulated Oil Pump Primary Ratio: 26:72 Final Drive: 13:50 Cooling: Liquid Cooling Clutch: Wet Multi-Disc DDS Clutch, Brembo Hydraulics Ignition: Vitesco Technologies EMS Frame: Central Double-Cradle Type 25CrMo4 Steel Subframe: Aluminum Reinforced Polyamide Handlebar: NEKEN, Aluminum Ø 28/22 mm Front Suspension: WP XACT Closed Cartridge USD Ø 48 mm Rear Suspension: WP XPLOR Shock with PDS Suspension Travel Front / Rear: 300 / 310 mm; 11.8 / 12.2 in Front/Rear Brakes: Disc Brake 260 mm; 220 mm Front/Rear Rims: 1.60 x 21” / 2.15 x 18” Giant Front/Rear Tires: 80/100-21” / 110/100-18” Dunlop AT82 Chain: 520, X-Ring Silencer: Aluminum Steering Head Angle: 26.1º Triple Clamp Offset: 22 mm Wheelbase: 1,489 ± 10 mm / 58.6 ± 0.4 in Ground Clearance: 374 mm / 14.7 in Seat Height: 963 mm / 37.9 in Tank Capacity, Approx: 9 l / 2.37 gal Weight (without fuel), Approx: 104.4 kg / 230.1 lb 150XC-W SPECIFICATIONS Engine Type: Single Cylinder, 2-Stroke Displacement: 143.99 cc Bore/Stroke: 58/54.5 mm Starter: Electric, Lithium Ion 12.8V 2Ah Transmission: 6 Gears, Wide Ratio Fuel System: Keihin EFI, Throttle Body 39 mm Lubrication: Electronically Regulated Oil Pump Primary Ratio: 23:73 Final Drive: 13:50 Cooling: Liquid Cooling Clutch: Wet Multi-Disc DS Clutch, Brembo Hydraulics Ignition: Vitesco Technologies EMS Frame: Central Double-Cradle Type 25CrMo4 Steel Subframe: Aluminum Reinforced Polyamide Handlebar: NEKEN, Aluminum Ø 28/22 mm Front Suspension: WP XACT Closed Cartridge USD Ø 48 mm Rear Suspension: WP XPLOR Shock with PDS Suspension Travel Front / Rear: 300 / 310 mm; 11.8 / 12.2 in Front/Rear Brakes: Disc Brake 260 mm; 220 mm Front/Rear Rims: 1.60 x 21” / 2.15 x 18” Giant Front/Rear Tires: 80/100-21” / 110/100-18” Dunlop AT82 Chain: 520, X-Ring Silencer: Aluminum Steering Head Angle: 26.1º Triple Clamp Offset: 22 mm Wheelbase: 1,489 ± 10 mm / 58.6 ± 0.4 in Ground Clearance: 374 mm / 14.7 in Seat Height: 963 mm / 37.9 in Tank Capacity, Approx: 9 l / 2.37 gal Weight (without fuel), Approx: 96.4 kg / 212.5 lb The post KTM OFF-ROAD BIKES FOR 2026 REVEALED appeared first on Dirt Bike Magazine. 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Stark Future has said that they don’t participate in new model releases at the beginning of each season. They say that updates and revisions will come when they are ready, not dictated by the calendar. So, it isn’t accurate to say the newest release from the company is a 2026 model. It is, instead a part of the on-going development program. The official release of the latest Stark Varg MX follows: Stark Varg MX 1.2 Stark Future proudly unveils the VARG MX 1.2, a significant evolution of its groundbreaking premium electric motocross platform. Building on the global success of the original VARG MX, version 1.2 introduces advanced updates in powertrain, chassis design, and software features, pushing the boundaries of what’s possible in the Premium electric motorcycle industry. Adjustable Power: Fully Customizable, Limitless Adaptability. At the heart of the VARG MX 1.2 is the Stark 80hp electric powertrain, outperforming any traditional 450cc motocross bike. What truly sets it apart is the fully adjustable power delivery, allowing riders to fine-tune output from 10hp to 80hp in real-time. Fine control over the power curve and motor braking ensures a ride that’s perfectly adapted to every rider, track, or terrain all at the tip of your fingers. Game Changing Connectivity: Meet Arkenstone + Laps The new Arkenstone isn’t just a display; it’s a fully functioning military grade smartphone. Fully integrated and field-tested toughness, this Android-powered unit sits in the handlebar and wirelessly connects deeper to the entire bike ecosystem, providing improved connectivity. With a few taps, riders can fine-tune power delivery, switch maps on the fly, and now with the new Laps feature, track GPS lap times and navigate new terrain. Developed with one of the world’s top map providers, Laps gives riders real-time course data and splits, right on the bike. Ride Longer. Ride Further. Whether it’s race day or a full day of motos, the VARG MX 1.2 delivers unmatched performance and range. Powered by a proprietary 7.2 kWh battery, housed in a patented magnesium honeycomb case, the 1.2 now offers up to 20% more range than its predecessor. With a peak of 80 horsepower, 973 Nm at the wheel, and weighing just 118 kg. The VARG MX 1.2 delivers unmatched performance for longer. The battery itself plays a structural role, improving frame stiffness and thermal performance, while the updated motor increases efficiency and keeps heat low, letting you ride harder, longer. Proven by Pros, Engineered Through Racing The VARG MX 1.2 isn’t just designed in the lab, it’s developed at race speed. Under the direction of Sébastien Tortelli, two-time World Champion and Stark’s Racing Director, the bike has been relentlessly tested, raced, and refined to push performance further with every lap. Tortelli, who led testing for the original VARG, now oversees Stark’s racing program, a vital channel for high-speed R&D that directly shapes every update in the 1.2. Sébastien Tortelli, Stark Future – Racing Director: “Racing is where weaknesses show and strengths are proven. With the VARG MX 1.2, we’ve turned competition into development; every race, every rider, every condition feeds into what we build. This bike is the direct result of that process. It’s taken a lot of sweat, hard work, and constant learning to raise the bar for what’s possible in motocross. We’re not just keeping up-we’re delivering more traction, more stability, more features, and a longer range. We’re pushing the boundaries.” Motocross legend Kevin Windham, renowned for his flawless technique and deep understanding of bike feel, added after testing the bike: “I’ve ridden everything there is to ride, and this is the future.” Windham praised the bike’s instant power, natural balance, and how quickly it felt familiar, even after decades on gas machines. “It’s responsive, it’s predictable, and you can focus on riding instead of managing a machine. I could see this being the new normal sooner than people think.” Innovation Built with the Global Motocross Community This isn’t a lab experiment; it’s a machine refined through real feedback in over 50 countries. Through a dealer-supported testing and race program in 18 countries, paired with live input from Stark’s connected riding ecosystem, every detail of the 1.2 has been shaped by riders, from firmware logic and suspension feel to mechanical function & durability. What’s New in the VARG MX 1.2: ● Updated powertrain with improved efficiency New battery pack with 7.2 kWh New frame, lighter by using an even stronger steel alloy with twice the strength of the chromoly steel used by other European manufacturers and increased flex Overmolded wiring harness for extreme conditions Internally routed map switch cable, cleaner and protected Reinforced, dual-compound skid plate, fully biodegradable Redesigned chain guide with 266% more lateral stiffness and minimal 7 % weight gain Lap mode, which will also be made available in all existing bikes in the next few months New improved inner tubes, which significantly improved durability New Stark Arkenstone Phone and docking station, with better connectivity, speed, brightness and clamping system New gearbox, lighter and higher efficiency Smarter. Stronger. Engineered to Perform. The new high-strength steel alloy frame is 0.9 kg lighter with refined flex around the shock mount area. This enhances feedback, rider comfort, and control. The KYB suspension system has also been retuned with updated mid-valve shim stacks, 310mm of travel, and selectable spring rates based on rider weight, something no other OEM offers today. A Tailored Experience, Built Around You ● Choice of Dunlop MX34 or Pirelli MX32 tires with tubes or mousse ● Optional titanium hardware package drops 900 grams ● Brembo braking system: foot or handlebar-operated ● Three seat grip levels: Standard, Grip, and SuperGrip for total control Less Maintenance. More Laps. More Freedom. With no pistons, clutches, or filters to worry about, the VARG MX 1.2 slashes maintenance time and cost. Over 100 hours of riding, it can save owners up to $5,000 USD compared to a traditional 450cc. And unlike anyone else in the segment, Stark offers a two-year full warranty on the entire bike. Now Available Worldwide: The VARG MX 1.2 is offered in two configurations: ● Standard (60hp): €12,490 / £10,490 / $12,490* / AUD 18,990 ● Alpha (80hp): €13,490 / £11,490 / $13,490* / AUD 19,990 *Note: US pricing excludes $1,000 tariff charge Available at starkfuture.com or through Stark Future’s global dealer network of 500+ locations. The post STARK REVEALS NEXT GENERATION VARG MX 1.2 ELECTRIC BIKE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Building a Grand Prix-style race machine for the maybe-not-so-fast seasoned Vet-class rider can be extremely tricky, because just like younger riders, they come in all shapes, sizes, and riding attitudes. Do you go 450cc and smooth it out, maybe 250cc and build it up, or buck the system with a 350cc powerplant? Of course, handling is also a big issue. Engine size can affect that, but the big factor there is that it usually boils down to manufacturer preference. On this project we worked with bike builder Jay Clark, and he chose the 2025 Honda CRF250R as the platform. The new-generation Honda CRF250R is a great platform, but our plan was to make it better all around, increase performance, improve handling, add some style and, of course, for the older rider, it’s all about additional rider comfort. Getting huge amounts of horsepower gain out of a modern-day 250cc four-stroke can be difficult, expensive and, in most cases, reliability goes straight out the window. Naturally, we want to increase horsepower and gain reliability, so we teamed up with a few key industry-leading aftermarket companies for some bolt-on items and Twisted Development to turn our 2025 Honda CRF250R into a Grand Prix rocket while Brandon’s crew at AHM Factory Services helped out in the handling department. Performance improvement was the first obstacle to tackle. Like we mentioned before, we wanted increase to increase performance but also wanted to retain the CRF250R’s reliability. This was way easier said than done. Internally, we added a Rekluse TorqDrive clutch that uses more plates than the OEM Honda system, allowing more power transfer to the rear wheel without making the clutch pull harder. And, of course, we added the Rekluse CNC-machined billet-aluminum cover for increased impact protection. It might come as a surprise, but that is the only internal performance modification. Well, unless you consider electronic modification internal, but more on that shortly. It goes without saying a performance exhaust system is an easy bolt-on item that has instant perks. In this case, an FMF Racing titanium 4.1 RCT muffler and MegaBomb titanium header was used. This reduced overall weight, added performance and gave our Grand Prix build removable spark arrestor capabilities just in case the need presented itself. For the past few years we have seen top-level professional race teams adding additional external fuel injectors in hopes of increasing performance. It must work, because some OEM manufacturers have followed suit with incorporating them onto production models. Our goal with this Honda CRF250R project was to increase performance without affecting reliability and improve rider comfort. We met those goals and more! Twisted Development offers a second injector complete bolt-on kit for the 2025 Honda CRF250R that requires no modifications to the OEM components. It just replaces them and are similar to bolting on the FMF pipe. Each kit includes a complete airbox, with the additional injector already installed and a Vortex ECU with multiple pre-programmed maps that have been dyno and track tested by Twisted Development in real-world racing applications. Jamie Ellis commented, “I wanted to make this kit so the average guy can install it in his garage on a Friday night and feel the increases at the track on Saturday morning without needing any help. Bringing factory-level modifications to the average guy is what we live for at Twisted Development.” So, technically, there was one other internal modification, since gas blends can vary depending on your location, especially in California. For overall consistency we did run VP Racing Fuels T4 gas. With the increased performance side of the build handled, we moved onto increasing rider comfort and improving the overall handling. AHM Factory Services in SoCal does a lot of work in the off-road world. Since our direction for Mr. Clark with this project was a Grand Prix setting and AHM has done stuff with us for him in the past, everything aligned perfectly. The initial stock-setting feedback was that the fork felt stiff, harsh and rigid on small chop, while the rear end reacted faster than his life-long novice-riding capabilities were able to handle. We understand that Mr. Clark might not be the 250F’s average-rider target demographic when it comes to height (maybe on the shorter side), and he is definitely not the target on the weight side, either (might be slightly rounder). However, the AHM crew assured us that going softer and slower on both ends was the answer. Another handling change we made was the installation of a Works Chassis Labs engine mount kit. These kits are designed specifically for each application to improve overall handling characteristics. Some applications require stiffer, more rigid mounts, while others require softer, more pliable mounts. Mr. Clark is all about comfort and has been an employee at Dunlop for almost 30 years, and is adamant that an 18-inch rear tire and wheel combination offers a softer feel on his rear end. So, he mounted up a set of Dunlop tires on the new Nacstar 21-inch front- and 18-inch rear-wheel configuration. We did add some bolt-on items for protection, like a full-coverage carbon fiber skid plate from P3 Carbon and some hand guards from Enduro Engineering that feature billet-aluminum mounts that bolt to the backside of the front brake and clutch perch, saving valuable handlebar-mounting real estate. The guard part itself is a motocross-style design made out of hard plastic. The P3 Carbon skid plate provides full-coverage protection and adds some bling factor as well. Dunlop’s MX14 scoop tire just adds an intimidation factor to our Little Red Rocket build. Now, to be honest, none of our DB staff test riders match the physical specimen that is Mr. Jay Clark, but everyone who got a chance to test his 2025 CRF250R project, which we call the “Little Red Rocket,” confirmed that all his modifications did indeed result in improvements to the stock version of the 2025 Honda CRF250R. We personally would have included a larger fuel tank from IMS Products or Acerbis, just because when doing longer Grand Prix-style events it would eliminate the chance of needing to stop for gas. The FMF complete exhaust system adds some much-appreciated performance, reduces overall weight and features a removable spark arrestor. Enduro Engineering hand guards mounted directly to the back of the Works Connection clutch perch, saving clamping space on the ODI handlebars. The performance modifications resulted in a significant increase throughout the power curve and throttle responsiveness right off the bottom. AHM Factory Services nailed the suspension setup, resulting in a plush feel all the way around, and what really surprised us was how a wide variety of test riders were able to feel comfortable on the setup without any major changes. Check out some video action of this build and others on our YouTube channel right now! The post PROJECT BIKE: LITTLE RED ROCKET appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The AMA Amateur National Motocross Championship Presented by AMSOIL came to a close on Saturday, where the final 13 classes crowned each respective AMA National Champion. Following the races, the annual awards ceremony celebrated each of the 36 individual class titleholders and also presented a selection of specialty awards to the most standout athletes from the 2025 event, including the recipient of the coveted Nicky Hayden AMA Motocross Horizon Award, which recognizes the racer who achieved the most success on the track while simultaneously displaying the most promise for the future at the professional level. Moto 3: 85cc (10-12) Limited Exactly 24 hours removed from being crowned AMA National Champion of the 85cc (10-12) class, Twisted Development KTM’s Sawyer Gieck returned to the track one last time on Saturday for the final moto of 85cc (10-12) Limited, in search of another title and the opportunity to cap off a perfect week of racing. Gieck’s focus all week had been unparalleled and it didn’t let up as the gate dropped to begin the moto, where he settled in behind early leader and BS Moto Lab Husqvarna rider Landon Lee. Only one lap passed before Gieck made his move around Lee, which he proceeded to cement by laying down the fastest lap of the moto on the ensuing lap. Gieck continued to lay down consistently quick lap times, but Lee impressed and was able to keep his KTM rival within striking distance throughout the moto. Once he had the lead in hand, Gieck never wavered and managed enough of a lead to never feel pressure from Lee. On the final lap, Gieck put some distance on the field and went on to complete a 1-1-1 performance by 7.3 seconds over Lee. Combined with his sweep of the motos in 85cc (10-12), Gieck enjoyed a perfect, undefeated week at the Ranch and hoisted his second AMA National Championship. Lee earned his second runner-up finish with nine points coming off 3-4-2 moto finishes, while KTM rider Eidan Steinbrecher rounded out the overall podium with nine points as well, but missed out on the final moto tiebreaker to Lee with 4-2-3 results. 85cc (10-12) Limited Moto 3 Results Sawyer Gieck, Alpine, Wyo., KTM Landon Lee, Midland, Texas, Husqvarna Eidan Steinbrecher, Fair Oaks, Calif., KTM Chase Brennen, Winchester, Calif., Suzuki Jaydin Smart, Berry Creek, Calif., Yamaha Full Results 85cc (10-12) Limited Overall Podium (Moto Finishes // Score) Sawyer Gieck, Alpine, Wyo., KTM (1-1-1 // 3) Landon Lee, Midland, Texas, Husqvarna (3-4-2 // 9) Eidan Steinbrecher, Fair Oaks, Calif., KTM (4-2-3 // 9) Overall Standings KTM rider Sawyer Gieck earned another 1-1-1 sweep in 85cc (10-12) Limited. Image Courtesy MX Sports Moto 3: Schoolboy 1 (12-17) B/C At Loretta Lynn’s, it doesn’t really get more dramatic than a tie for the championship at the end of three motos. That’s the exact situation that unfolded in Schoolboy 1 in a wild outcome amplified by the fact that neither of the overall leaders took the Moto 3 win. The final moto shaped up to be a showdown between KTM Orange Brigade’s Braxtyn Mes and Altus Motorsports BLU CRU Yamaha’s Kane Bollasina. However, as the race got underway it was MotoSport Hillsboro’s Tristan Prueitt who positioned himself out front, just ahead of Bollasina in second. Meanwhile, Mes was fighting forward from a sixth place start and quickly made his way into the top five, where his momentum appeared to stall running in fifth. Back up front, Prueitt successfully managed a lead that fluctuated between two seconds and three seconds over Bollasina. Prueitt was never seriously challenged and rebounded from a difficult 11th-place finish in the second moto to take the moto win by a half second over Bollasina, who made a strong push for the lead on the final lap only to run out of time. EBR Performance/Altus Motorsports BLU CRU Yamaha’s Kannon Hargrove completed the podium, followed by Mes in fourth and Scrub N Dirt MX Yamaha’s Chase Moynihan in fifth. With identical moto finishes, Mes (1-2-4) and Bollasina (4-1-2) finished tied atop the overall classification with seven points apiece, meaning a tiebreaker would determine the champion. The highest third moto finish gave the edge to Bollasina, who prevailed with the AMA National Championship. Mes settled for a bittersweet runner-up finish, while Prueitt’s win in the final moto vaulted him onto the overall podium with 14 from 2-11-1 finishes. Schoolboy 1 (12-17) B/C Moto 3 Results Tristan Prueitt, West Linn, Ore, Husqvarna Kane Bollasina, St. Louis, Mo., Yamaha Kannon Hargrove, Montgomery, Texas, Yamaha Braxtyn Mes, Temecula, Calif., KTM Chase Moynihan, Jacksonville, Fla., Yamaha Full Results Schoolboy 1 (12-17) B/C Overall Podium (Moto Finishes // Score) Kane Bollasina, St. Louis, Mo., Yamaha (4-1-2 // 7) Braxtyn Mes, Temecula, Calif., KTM (1-2-4 // 7) Tristan Prueitt, West Linn, Ore, Husqvarna (2-11-1 // 14) Overall Standings Husqvarna rider Tristan Prueitt earned the Moto 3 win in Schoolboy. Image Courtesy MX Sports Moto 3: Open Pro Sport With the coveted 250 Pro Sport title already in hand, Monster Energy Kawasaki Team Green’s Enzo Temmerman entered Saturday’s Open Pro Sport finale with a chance to become champion of arguably the two most high-profile divisions at Loretta Lynn’s. However, he was going to have to do it by beating out his fellow Monster Energy Kawasaki Team Green rider, Landen Gordon, who came into Moto 3 tied with Temmerman. With everything on the line, Temmerman grabbed his best start of the week to put his Kawasaki at the head of the pack to begin the moto. Gordon, who is typically a stellar out the gate, endured through one of his worst starts, mired in seventh. The clear track became a crucial advantage for Temmerman, who was able to control the pace up front over Altus Motorsports BLU CRU Yamaha’s Kade Johnson in second. A determined Gordon made an impressive climb up to third after just one lap to keep himself in the hunt. As Temmerman logged consistent laps and managed a lead hovering around three seconds over Johnson, Gordon had a quicker pace and began to chip away at the deficit. Unfortunately, Gordon’s title hopes were dashed when he went down and dropped all the way to eighth place. Back up front, Temmerman pulled away from Johnson in the closing laps to take the moto win by 11.8 seconds. Rockstar Energy Husqvarna’s Landon Gibson finished third, followed by Munn Racing Husqvarna’s Diesel Thomas in fourth and MotoBros KTM’s Cole Forbes in fifth. Gordon ended up ninth. Temmerman’s second AMA National Championship of the week came on the heels of four points from 1-2-1 moto finishes. The Californian failed to win just a single moto in six starts and put the finishing touch on a breakthrough week at the Ranch. Johnson’s consistency earned him a runner-up finish with nine points coming from 4-3-2 results. Thomas rounded out the overall podium with 12 points and 3-5-4 finishes, which he earned via tiebreaker to Gordon’s 2-1-9 effort that dropped the Kawasaki rider to fourth. Open Pro Sport Moto 3 Results Enzo Temmerman, Visalia, Calif., Kawasaki Kade Johnson, Hideaway, Texas, Yamaha Landon Gibson, Peachtree City, Ga., Tennessee Diesel Thomas, Raymond, Neb., Husqvarna Cole Forbes, Richmond, Va., KTM Full Results Open Pro Sport Overall Podium (Moto Finishes // Score) Enzo Temmerman, Visalia, Calif., Kawasaki (1-2-1 // 4) Kade Johnson, Hideaway, Texas, Yamaha (4-3-2 // 9) Diesel Thomas, Raymond, Neb., Husqvarna (3-5-4 // 12) Overall Standings Kawasaki rider Enzo Temmerman capped off a breakthrough week at the Ranch with the Open Pro Sport title. Image Courtesy MX Sports Moto 3: Women Given her dominance over the first two motos of the week, it’d be fair to say Altus Motorsports BLU CRU Yamaha’s Lachlan “La La” Turner was an overwhelmingly heavy favorite to complete a sweep of the motos on Saturday. Following a 19th place finish in 250 B Limited in which she gained invaluable experience racing alongside her male counterparts, Turner was in a class of her own with each Women’s gate drop. The final moto began with Turner out front, where she was able to put four seconds on Monster Energy Kawasaki Team Green’s Kyleigh Stallings in second by the completion of the opening lap. Turner continued to build on that lead significantly over the ensuing laps and was able to surpass a 20-second advantage before the halfway point of the moto. Meanwhile, Stallings found herself in a battle with Sun Powersports KTM’s Mayla Herrick for second, from which Herrick was able to claim the position. Back up front, Turner backed down her pace over the second half of the moto and cruised to another incredibly dominant victory, 41.7 seconds over Herrick, who had to fend off Stallings in the waning moments. Riding on the Edge Yamaha’s Jordan Jarvis was fourth, with Lynks Racing Yamaha’s Mila Baltyk in fifth. Already a WMX champion, the Women’s title is her first AMA National Championship at the highest division in the amateur ranks. Her 1-1-1 sweep was defined by massive winning margins and makes her a favorite to keep the momentum rolling in her WMX title defense, which resumes next weekend. Stallings, who won last year’s Women’s title, finished second overall with seven points from 2-2-3 finishes, while Herrick’s 10 points from 4-4-2 finishes gave her a tiebreaker over Jarvis’ 3-3-4 effort for third overall. Women Moto 3 Results Lachlan Turner, Gardnerville, Nev., Yamaha Mayla Herrick, Thornton, Colo., KTM Kyleigh Stallings, Yukon, Okla., Kawasaki Jordan Jarvis, Leesburg, Fla., Yamaha Mila Baltyk, Brooksville, Fla., Yamaha Full Results Women Overall Podium (Moto Finishes // Score) Lachlan Turner, Gardnerville, Nev., Yamaha (1-1-1 // 3) Kyleigh Stallings, Yukon, Okla., Kawasaki (2-2-3 // 7) Mayla Herrick, Thornton, Colo., KTM (4-4-2 // 10) Overall Standings Yamaha rider La La Turner was a dominant force all the way to the Women’s title. Image Courtesy MX Sports Moto 3: Schoolboy 2 (12-17) B/C With the 250 B title to his credit, KTM Orange Brigade’s Deacon Denno was set to control his own destiny in the final moto of Schoolboy 2. He entered Saturday tied with Future MX GASGAS’ William Canaguier, with Denno carrying an added boost of confidence from his Friday championship. A bevy of talent spearheaded the front of the field to start Moto 3, as Denno was able to put himself out front with the Monster Energy Yamaha Star Racing ride of Carson Wood on his rear fender in second and Canaguier mere bike lengths behind in third. Wood continued to apply pressure and made his way into the lead just a couple laps into the moto. From there, the Yamaha rider inched away more and more as the race continued. That left Denno to go head-to-head with Canaguier for the title. With everything on the line, the KTM rider’s championship experience from the previous day surely came into play as he remained steadfast with consistent lap times. Canaguier gave it his all to keep pace but continued to lose ground. Back out front, Wood enjoyed his best performance of the week and took the moto win 8.4 seconds ahead of Denno, with Canaguier in third. Monster Energy Kawasaki Team Green’s Vincent Wey was fourth, followed by Hunter Racing GASGAS’ Trinnytie Batchelor in fifth. With five points coming from exceptionally consistent 1-2-2 moto finishes, Denno captured his second AMA National Championship. Canaguier fell short by a single point, as his 2-1-3 finishes placed him in the runner-up spot. Wey rounded out the overall podium with 12 points coming from 3-5-4 finishes. Schoolboy 2 (12-17) B/C Moto 3 Results Carson Wood, Zephyrhills, Fla., Yamaha Deacon Denno, Malakoff, Texas, KTM William Canaguier, Hernando Beach, Fla., GASGAS Vincent Wey, Murrieta, Calif., Kawasaki Trinnytie Batchelor, Mountain Home, Idaho, GASGAS Full Results Schoolboy 2 (12-17) B/C Overall Podium (Moto Finishes // Score) Deacon Denno, Malakoff, Texas, KTM (1-2-2 // 5) William Canaguier, Hernando Beach, Fla., GASGAS (2-1-3 // 6) Vincent Wey, Murrieta, Calif., Kawasaki (3-5-4 // 12) Overall Standings Moto 3: Supermini 2 (13-16) Fittingly enough, the 108th and final moto of the 44th edition of Loretta Lynn’s went all the way down to the final lap, as fortunes for the contending riders varied dramatically and resulted in an unexpected outcome. Coming into the race, BarX GASGAS’ Dane Pappas and Roost MX GASGAS’s Colt Martin held a share of the top spot in the overall standings with four points apiece, setting the stage for a winner-take-all final moto. Behind them, JM Racing GASGAS’ Darren Pine sat well back with nine points, where he was part of a three-way tie for third. Moto 3 began with Pine, Pappas, and Martin all within the top five, but Pine was able to get the upper hand on his rivals by making a push to take the lead on the second lap of the moto. Pappas soon followed through into second, while Martin took over third. Pine was the fastest rider on the track, which allowed him to put a little distance on his GASGAS counterparts and initiated a battle between Pappas and Martin, who were going head-to-head for the title. Martin made the pass for second and started to close in on Pine for the lead. As the lead pair charged forward, Pappas started to lose touch and dropped to fourth before a crash dropped him even further back to seventh, which played into Martin’s hands as he rode comfortably in second. Out front, Pine was able to strengthen his grip of the lead and opened a multi-second lead over Martin as the laps wound down. As Pine continued to maximize his opportunity in the lead, Martin gave chase and crashed hard just after taking the white flag, resulting in a heartbreaking end to his race and title hopes. Unaware of everything that had unfolded behind him, Pine carried on to the moto win by 10.1 seconds over JM Racing KTM’s Gauge Brown, followed by KTM Orange Brigade’s Nolan Ford in third, BS Moto Lab’s Noxx Lewin in fourth, and RJR Motorsports Riese Seeba in fifth. Pappas finished sixth, while Martin recorded a DNF. With 10 points from 8-1-1 moto finishes, Pine tied with Pappas and his 2-2-6 results atop the overall standings. The third moto tiebreaker went to Pine, as he unexpectedly prevailed with the AMA National Championship, a complement to the Supermini 1 title he claimed on Friday. Pappas settled for a bittersweet runner-up finish, while Brown finished third overall with 12 points from 6-4-2 finishes. Supermini 2 (13-16) Moto 3 Results Darren Pine, Montgomery, Texas, GASGAS Gauge Brown, Cypress, Texas, KTM Nolan Ford, Fairfield, Calif., KTM Noxx Lewin, Chandler, Okla., KTM Ries Seeba, Wrightwood, Calif., KTM Full Results Supermini 2 (13-16) Overall Podium (Moto Finishes // Score) Darren Pine, Montgomery, Texas, GASGAS (8-1-1 // 10) Dane Pappas, Loomis, Calif., GASGAS (2-2-6 // 10) Gauge Brown, Cypress, Texas, KTM (6-4-2// 12) Overall Standings GASGAS rider Darren Pine captured an unexpected title in Supermini 2. Image Courtesy MX Sports 2025 AMA Amateur National Motocross Championship Saturday Champions College (18-24): Jeffrey Rinkel, Roberts, Wis., KTM 250 C Jr. (12-17) Limited: Brady Collins, El Dorado, Kan., KTM 65cc (7-9): Tate Brush, Atwood, Tenn., Yamaha 450 B Limited: Max Shane, San Jacinto, Calif., Husqvarna Senior (45+): Shane Kelleher, Cumberland, R.I., Honda 250 C Limited: Alessio Chavez, Rock Springs, Wyo., GASGAS 65cc (10-11): Kannon Zabojnik, Rowlett, Texas, Cobra The post-event awards ceremony brought everyone together for a celebration of a memorable week and the riders who comprised the 36 AMA National Champions. Most importantly, a series of specialty awards were presented to the week’s most successful and notable athletes. Perhaps none of those awards carry more significance than the Nicky Hayden AMA Motocross Horizon Award, which was given to Enzo Temmerman for his championship wins in both 250 Pro Sport and Open Pro Sport, joining an elite group of past recipients. 2025 AMA Amateur National Motocross Championship Specialty Awards Nicky Hayden AMA Motocross Horizon Award: Enzo Temmerman AMA Amateur Rider of the Year: Deacon Denno AMA Youth Rider of the Year: Sawyer Gieck AMA Vet Rider of the Year: Gregory Pamart Oakley Fastest Lap of the Week: Deacon Denno AEGIS Award: Tayce Morgan State Championship: Texas (8 Titles) AEGIS Award recipient Tayce Morgan Image Courtesy MX Sports The post LORETTA LYNN’S 2025 AMATEUR CHAMPIONSHIP WRAP UP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Do you remember the feel of glossy pages in your hand? It’s kinda like the internet except on paper. It doesn’t even need to be plugged in or connected to your WiFi. These old-school gems are called magazines, and we still make them. One every month, in fact. And you can get them delivered straight to your home! SUBSCRIBE TO DIRT BIKE MAGAZINE NOW and get 12 issues, an entire year of analog merriment just for you! Or if you’re uncomfortable staring at anything that isn’t a screen, you can grab a digital issue for only $9.99 a year. Check out all the goods in our August issue, on newsstands now. New 2026 motocross and off-road models, our first impression of Suzuki’s new dual-sport DR-Z4S, we ride the 2026 Rieju MR Pro 300i two-stroke, and we take a look at the Ducati desmodromic valve system to understand more about what makes the all-new Ducati dirt bikes tick. Also get our update on the Triumph TF450-RC, our test on the Beta 390RR X-Pro, and see what happens when we boost Honda’s CRF250R to a higher level with dual-injectors. ON THE COVER: Japan, Italy, China, and France provide a multinational view of the year to come. BIKES PREVIEW: FRESH DIRT FOR 2026 The parade of 2026 models continues with first looks from Honda, Beta, Kove and Sherco. Stay tuned, there’s more to come. FIRST RIDE: RIEJU MR PRO 300i In the future, they say true innovation will come from small companies and unexpected places. The future, apparently, is here. UPDATE: TRIUMPH TF450-RC Last November we got just enough of Triumph’s new motocross bike to be hungry for more. Now we’re finally getting our fill. TEST: BETA 390RR X-PRO Race bikes are easy. They just have to go fast. Beta accepts the real challenge of building a trail bike that does everything else. IMPRESSION: SUZUKI DR-Z4S At the beginning of the millennium Suzuki changed the dual-sport game with the first chapter in the DR-Z saga. It took 25 years, but chapter two has finally arrived. DR-Z400S’ LIFE & TIMES For everything there is a season PROJECT: DUAL-INJECTOR HONDA CRF250R Honda boosted the CRF250R to a higher level for 2025. We take it even higher with a little help from the aftermarket. PROJECT BIKE SPOTLIGHT The KTM 350SX-F is a bike that blurs the line between classes. The guys at Boyesen bring it into focus with 450-class performance. FEATURES DESMO FOR DUMMIES It seems like we just got used to the fact that motocross bikes even have valves. Now we have another lesson to learn as MX and road racing technologies merge. WHEN TEAM DIRT BIKE WENT SIDEWAYS Back in 1991, Ron attempted to ride a speedway bike for the first time in front of a rowdy crowd. He survived, but learned a lesson about staying in your own lane. RM ARMY BOOT CAMP Suzuki puts together a different kind of boot camp where the boots never get shined and the training results in big smiles. RACING SEASON RESET: PRO MOTOCROSS KICKOFF It’s spring, so it’s time to leave the stadiums behind and go outdoors. It’s a big family reunion that starts on a SoCal Indian reservation. MOTOFEST Bud Feldkamp and Troy Lee love motocross. For a solid week, they turned San Bernardino, California, into the MX capital of the world. 0FF-ROAD REPORT America is full of dirt, and we make very good use of it. Here’s what happened in the world of off-road racing and what it meant. ERZBERG, 2025 It’s time for Austria’s annual celebration of rocks, gravel, mud, hills, cliffs and talent—lots of talent. DEPARTMENTS SADDLE MR. KNOW-IT-ALL The post Dirt Bike Table Of Contents August 2025 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2026 FANTIC MOTOCROSS MODELS The post 2026 FANTIC DIRT BIKES ANNOUNCED! appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM announced this morning its new cross-country lineup for 2026. Much like the motocross range announced earlier this week, changes to the ‘26ers are modest. But we’re just happy to see that the lights are back on at the Mattighofen factory. Production is underway for four cross-country models—two two-strokes (250 and 300 XC) and two four-strokes (250 and 450 XC-F). The 2026 KTM 350 XC-F Factory Edition will be revealed in September, the company says. 2026 KTM 250 XC Updates include new radiator caps, updated fuel injection with a new protection cap for the CPC fuel connector, and new wiring harnesses for the two-strokes. Bold new graphics and fresh Dunlop AT82 tires complete the changes. The full KTM press release follows. The offroad racing competition is not going to get off that easy – the new 2026 KTM XC collection is coming to tracks and trails this summer. The expansive motorcycle roster will once again be the tempting and only realistic choice for riders of all ages and abilities with one eye on the podium and the other on outright performance and adrenaline. 2026 KTM 250 XC-F KTM has refined its technical package across the KTM XC spectrum over the last four years, and the attributes are well known and race-proven. The chassis? Steel tubes with optimized wall thickness and revised shock mounts deliver reduced weight and reactive flex, and a lithe swingarm helps with superb agility, stability, and traction. The engine? Efficient, dependable torque-and-power for days in both 4-stroke and 2-stroke forms. Ergonomics? An acute rider triangle with in-mold, bi-composite plastics for control, contact, and assurance. Handling? WP Suspension’s XACT material for both closed cartridge spring forks and shock, generating maximum tractability on a wide pick of terrain. Tech? Pankl gearboxes, TPS, e-starts, and the Connectivity Unit Offroad (CUO) permit further customization for conditions, set-up, and engine character, as well as GPS potential. 2026 KTM 300 XC These features continue to grace the following 2-strokes for 2026: KTM 250 XC KTM 300 XC As well as the 4-stroke lineup (details on the 2026 KTM 350 XC-F FACTORY EDITION coming this September): KTM 250 XC-F KTM 450 XC-F 2026 KTM 450 XC-F Several key upgrades for 2026 include: Improved cooling performance on all 2026 KTM XC models thanks to the radiator closure system that is simpler, faster and more reliable. Tweaked fuel injection with a new protection cap for the CPC fuel connector. The cap is more robust and protective, providing a better seal against dirt, dust, and water. The 2026 KTM XCs (2-strokes) benefit from a new wiring harness with adjusted fixation points and wire organization, ensuring higher durability and less risk of electrical problems. Aesthetics! The 2026 designation will stand out both static and in motion thanks to the increased in-mold graphic emphasis on orange with purple dashes on the tank spoilers and fork guards. The black frame and seat give the range a more purposeful and menacing look. Extra sticking power and durability come through the high-quality Dunlop AT82 tires on both front and rear wheels of each 2026 KTM XC motorcycle. The 2026 KTM XC models will continue to dominate the upper echelons of offroad racing across North America with FMF KTM Factory Racing’s championship-winning efforts. Names like Johnny Girroir (reigning GNCC XC1 Open Pro Champion), his teammates and current GNCC points leaders Ben Kelley (XC1) and Grant Davis (XC2 250 Pro), along with Dante Oliveira (reigning National Grand Prix Pro Champion/National Hare and Hound Pro points leader) and reigning EnduroCross EX Pro Champion Trystan Hart – to list a few – continue to display the potency of the orange XC range. The refined 2026 XC range will be available at authorized KTM dealers from September 2025 onward. The post KTM REVEALS 2026 XC AND XC-F MODEL RANGE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Moto Morini has released photos, pricing and details of its new X-Cape 700 adventure bike. The full press release follows: 2026 Moto Morini X-Cape 700. Moto Morini, the legendary Italian motorcycle brand founded in 1937, is proud to announce the all-new 2026 X-Cape 700, delivering high performance, quality, comfort, and advanced rider-focused features. The radically new X-Cape 700 raises the bar with distinctive Italian styling, class-leading technology, improved handling and rideability, high-end components, and a brand-new engine platform purpose-built for the modern adventure rider. Blending contemporary Italian design, rugged versatility, and pure riding excitement, the X-Cape 700 is engineered to conquer your next adventure. At the heart of the 2026 X-Cape 700 is a purpose-built 693cc liquid-cooled DOHC parallel-twin engine delivering 70 hp and 50.2 lbs of torque, with smooth power delivery across the powerband. The 6-speed transmission and new slipper clutch provide easy shifting and fingertip traction management. The newly designed 2-into-1 exhaust offers a deep, throaty growl without fatigue during long stints in the saddle. Whether you’re powering up mountain trails, blasting tight corners or cruising long-distance highways, the new X-Cape 700 powertrain offers broad, usable power and performance. The X-Cape 700 offers an all-new, easy-to-operate, glove-friendly high-resolution 7-inch full-color TFT display with an intuitive interface and lightning-fast processor speed. The simplified thumb controls operate the interchangeable ride modes between Dirt and Road. Bluetooth connectivity allows access to calls, music, helmet comms, and enhanced turn-by-turn navigation systems via smartphone app. The revolutionary forward-facing camera with smartphone connectivity allows you to document your adventure or gather content for posting. The weather-tight, USB-A and USB-C ports allow you to stay charged and connected. The X-Cape 700’s new long-travel suspension is tuned for excellent handling, stability, and improved rider comfort no matter the terrain. Fully adjustable, Marzocchi 50 mm USD forks with 6.9 inches of travel and a new KYB rear mono-shock with revised damping and 6.5” of travel, with an easy preload hand adjuster, as well as adjustable rebound damping, offer a truly customizable ride. The 4.8-gallon fuel tank provides extended range for any adventure. The black tubeless spoked wheels are 19″ in the front and 17″ in the rear and come mounted with Pirelli Scorpion Rally STR premium adventure tires. The Brembo braking system with dual 298mm front discs and 2-piston calipers commands braking power and control in any condition. The switchable on/off ABS allows the rider to choose their setting for confidence and agility. The X-Cape 700 provides real-world ADV ergonomics and rider comfort, with a seat height 33.3 of inches. The tapered handlebars offer 6-point adjustments for a personalized riding position and come mounted with durable hand guards. Ample wind protection from the easy, one-hand height-adjustable windscreen provides comfort for all-day touring or aggressive riding on off-road trails. The X-Cape 700 makes an impressive, one-of-a-kind visual statement. Sharp contemporary bodywork, slim LED lighting, head-turning graphics, and brilliant colorways in stunning Italia Red or Carrara White add an unmistakably premium Italian look. With an MSRP of $8,299, the all-new X-Cape 700 offers exceptional value, Italian style, high quality, and proven performance, all with the Best Warranty in Motorcycling, 3 years, unlimited miles, so your adventure can continue mile after mile. Discover more about the X-Cape 700 and explore the full range of Moto Morini motorcycles and accessories, visit your local dealer or head to MotoMoriniUSA.com. The post 2026 MOTO MORINI X-CAPE 700 REVEALED appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

KTM has announced its motocross line up for 2026. The Austrian company will continue with 10 existing two-stroke and four-stroke models from the 50SX all the way up to the 450SX-F. There will be very few mechanical changes, although several detail upgrades have been called out, such as new radiator caps and wiring harness routing for the two-strokes. The full-size Factory Editions will be revealed late in the year, and they are expected to have substantial changes in the suspension department. The full KTM press release follows. 2026 KTM 450SX-F A new season, new objectives, and new standards. Those seeking utter performance and a comprehensive expression of power, handling, and proven competitiveness need to look no further than the refreshed KTM SX motocross roster for 2026. Coming to an Authorized KTM dealer near you from September 2025 onward, the class-leading KTM SX range will entice every rider, every age, and every level to experience the ultimate in motocross performance and the thrill of shredding dirt. A total of 10 models are in the lineup, including the KTM Sportminicycles: KTM 50 SX KTM 50 SX FACTORY EDITION KTM 65 SX KTM 85 SX (19/16 & 17/14) And the full-size 2-stroke and 4-stroke range: KTM 125 SX KTM 250 SX KTM 300SX KTM 250 SX-F KTM 350 SX-F The 2026 lineup remains on top of the podium thanks to KTM’s SX philosophy of agile handling and race-winning power. Every model is equipped with class-leading electronics, refined chassis dynamics, and explosive power delivery. Riders aiming for factory-level precision can unlock full adjustability with the optional Connectivity Unit Offroad. Paired with the KTMconnect app, it enables fine-tuning of engine behavior, traction control, and suspension settings. The settings and configuration of the full-size KTM SXs and KTM SX-Fs come from the substantial success and learnings of competition in the AMA Supercross and Pro Motocross Championships, in addition to the FIM Motocross World Championship. The latest model lineup with a revitalized orange aesthetic and graphics now also embraces a shade of purple on the tank spoilers and fork guards. The frame is powder-coated black with a matching black seat for a new look that is easy to spot across the range. KTM has tweaked the radiator closure to be more standardized and to reduce force for easier access on all KTM SX models. Where applicable, all fuel injection units have a new protector cap for the fuel link quick lock system that will beef up durability and assist with maintenance. The 2-stroke KTM SXs have an improved wiring harness routing, plus adjustments of the fixing points and organization represent another effort for resistance against the elements. KTM’s commitment to providing the widest and highest quality platform of progression for young riders is steadfast for 2026. KTM Sportminicycles remain a cornerstone of development, giving young riders the tools to start their journey – from first laps on the electric KTM SX-E models to racing progression with the KTM 50 SX, KTM 65 SX, and KTM 85 SX. Fun or first place? The 2026 KTM Sportminicycles will carry youth on their way. The KTM 50 SX and KTM 65 SX benefit from a new WP XACT AER front fork with a renewed air cartridge and sealing concept for better damping, control, and overall performance. The radiator closure has been updated to be more standardized and for easier access, in line with the bigger KTM SX models. The triple clamps for the KTM 50 SX, KTM 65 SX, and KTM 85 SX now have the same 17 mm wrench size and closed screw nut format as the full-size KTM SXs to add a further barrier against dirt and water intrusion. On the theme of resistance, the throttle cable assembly is less prone to kinking and deformation thanks to a new stabilization cap. The 2026 KTM 65 SX features an overhauled clutch fixation system, pre-coating, and increased torque tightening for maximum durability. Running through these KTM SXs, a new laser-cut exhaust flange gasket promotes more reliability, and the exhaust valve ventilation emanating from the cylinder has been redesigned in Austria with the same mission in mind. The KTM 85 SX has been given a new rear brake lever with two adjustment options for length to the brake tip. This will help in terms of set-up for different sized kids who are making the transition from the KTM 65 SX to the KTM 85 SX. To keep your racer at the front of the pack, the 2026 KTM 50 SX gearbox underwent several improvements with the target of adding more robustness and overall durability to the small 50 cc engine. Transmission shafts are new developments with wider dimensions and several components have been reinforced to enhance the overall engine build. The KTM 50 SX FACTORY EDITION is for any young racer that is already fantasizing of checkered flags while watching their racing heroes. The READY TO RACE KTM PowerParts components and factory team replica livery will pull them closer to the dream and create a tight link to Red Bull KTM Factory Racing stars. 2026 KTM SX range highlights: – Latest iterations of technical base that has won championships and races in competition across the globe, features for 2026 in-mold graphics and color scheme with greater orange emphasis, purple details, black seat and black frame color on full-size SX range. – New threaded radiator closure allows easier and faster opening with reduced force for 50-450 cc models. – KTM Sportminicycles: Upgrades to the triple clamps. – KTM 50/65 SX: New WP XACT AER fork, as well as enhancements to the clutch and exhaust architecture. – KTM 85 SX: New rear foot brake lever with two different length adjustment options of the brake tip. – Full collection of KTM PowerParts and KTM PowerWear to complement each motorcycle from protection to customization, performance and aesthetics. Manfred Edlinger, Head of Motocross Development: “We’re in the fourth year of the current generation for the KTM SX full-size models, third for the KTM 50 SX and 65 SX, and the second for the KTM 85 SX. The bikes keep moving from strength to strength as we find measures and changes to make sure we stay at the forefront of choice for all racers. The whole range has been restyled, but we’ve also found ways to bolster the KTM Sportminicycles because we know the components, the performance, and the technical base of these special KTMs will satisfy the hungriest little racer and their family. Embrace the ‘bar’ again, because we’re pumped to continue lifting it in motocross.” The 2026 KTM SX range will be available at Authorized KTM dealers from September 2025 onward. The 2026 SX-E model line-up will be communicated separately at a later stage this summer. For more information, visit ktm.com. The post KTM REVEALS 2026 MOTOCROSS MODELS appeared first on Dirt Bike Magazine. 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NEW GRIPS, NEW TRIUMPH, AND NEW BASE SETTING ON WP CONE VALVE SUSPENSION https://youtu.be/Ty6-lC6kNf8 The post TESTING TESTING TESTING – DIRT BIKE VLOG 35 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Photos by Miguel Santana Testosterone and gray hair are not mutually exclusive. In fact, if you look at the riders at the 41st Motion Pro Nevada 200 Trailride, it seems that both peak around age 50. We were invited to take part in the event, which has become legendary in eastern Nevada off-road lore. This isn’t just any gathering of trail riders. It’s a rolling Hall of Fame. As organizer Scot Harden pointed out at the riders’ meeting, there’s no place in the world where so many motorcycle icons are gathered in one place. Caliente, Nevada, becomes an unparalleled hotspot every spring when it comes to attracting members of the AMA Hall of Fame, the Trailblazers, the Hot Shoe Hall of Fame and perhaps a half-dozen other entities that honor the legends of our sport. Scot himself is on all those lists after a lifetime of off-road racing all over the world. So are Rodney Smith and Jack Johnson, who help put on the event. This year we brought Gary Jones to take part for the first time, and he was treated like the royalty he is. For us, it was also an opportunity to get some work done. Ron Lawson and Pete Murray used the ride as a laboratory for two of the tests in this issue. Here are some of the scenes and people they saw along the way. Pete Murray was indoctrinated into the Nevada 200 staff to help keep the rank and file under control. At each stop he was enlisted to hold everyone in place, while Scot and Rodney rode up the trail to scout ahead and make sure all the markings were in place. The Dirt Bike staff was in full test mode at this year’s event. Ron rode the GasGas EC450 that appears in this issue. It’s Scot Harden’s world, but guys like Rodney Smith get to play in it. Rodney has been an essential part of the Nevada 200 program for years when it comes to course layout and leadership. Gary Jones rode a Honda CRF250RX and proved that you don’t need a lot of horsepower to ride Nevada desert. You don’t, at least, if you’re Gary Jones. Jonathan Ley had other Nevada 200 riders quietly placing bets on whether or not he would finish. He was attempting to ride a Stark Varg through 200 miles of deep sand, river beds and massive rocks. Electric motorcycles have many attributes, but range is not one of them. He succeeded, but Scot and the Nevada 200 staff did everything they could to accommodate him. They provided directions so that a support truck could meet him at every stop to give him a quick mid-ride charge. His support truck was, appropriately, a Ford Lightning electric truck. It had enough capacity to share. The post 41st MOTION PRO NEVADA 200: NEVADA’S ROLLING HALL OF FAME appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

This week we got our first chance to ride Triumph’s TF450E and TF250E off-road bikes. These are the company’s first dedicated off road bikes and represent a rapid expansion into the dirt world. The TF250X and TF450RC both arrived within the last year and a half, but prior to that, Triumph’s dirtiest offerings were in the adventure segment. If you want to go WAY back, there were certainly off-road versions in the line-up from the original Triumph, but whether or not that was the same company remains a debate for some other place. The U.S. version of the TF450E is a race bike based on the 450 motocrosser introduced last year. If you want to slot it into a category, it belongs in the same class as the Honda CRF450RX, Yamaha YZ450FX, Kawasaki KX450X and KTM 450XC-F. Most of those bikes are a hairs-width away from being motocross bikes. The TF450E is farther removed from its motocross roots than any of them, but it still makes enough sheer power that it would be right at home on a track. It’s simply a different kind of power. The motor uses a full-circle crank with 30 percent more inertia. The cam is different, the mapping is different and the pipe is different. The piston, valve size, compression ratio and combustion chamber, though, are essentially the same, but it has a six-speed gearbox. In the chassis department, the biggest departure from the MX bike is the swingarm, which is 10mm longer. Then, there are all the off-road specs that we have some to expect: softer suspension settings, an 18-inch rear wheel, increased fuel capacity, a kickstand and so forth. Two items that you don’t often see in this category are the 1450-lumen headlight and the radiator fan. Those features are more commonly seen on trail bikes. The bike also has a small odometer and, of all things, a horn. The TF450E excels in wide-open spaces with steep hills and deep sand. All that stuff demands lots and lots of power, and the TF450E is a fast motorcycle. It is, perhaps, a little softer and smoother down low than most, but it builds power fast and hard in the middle. On top, it tapers off quickly. If you have a notion to hold it open and delay your next shift, the rev-limiter steps in and forces the issue. With most other bikes that make this kind of power, you don’t dare let the revs drop for fear of stalling. It turns out that the Triumph is relatively reluctant to stall, even at very low revs. The TF450E also has great straight line stability. In the rocky, sandy and sketchy soil conditions that define off-road riding, you need a secure, well-planted feel above all, and that’s what the TF450E gives you. It tracks well and goes where it’s pointed. It does feel like a big, long motorcycle, but that’s not surprising. The wheelbase is longer than that of the motocross bike, it has a bigger tank and it is heavier. None of those issues are unusual in the off-road world. As for suspension, the TF450E landed a little on the soft side of the average closed-course off-road bike. The front end, in particular, is set up to favor comfort rather than speed. It’s excellent in rocks, but can dive when the speeds increase. We didn’t want to lose the stability that we loved so much, so we leveled the bike out by lowering the rear end, eventually landing around 108mm of sag. Triumph has promised a long-term test bike soon and we can’t wait to learn more. TF250E When Triumph invited us to this introduction, we didn’t know it was for two bikes. But, sure enough, they had a TF250E for us to ride as well. This bike has already seen a great deal of competition in the U.S. Jonny Walker has been racing one in extreme enduro and Ricky Russell has had one in GNCC. To be fair, both of those bikes are built on the TF250X motocross bike. The new E model has a six-speed gearbox and the same basic alterations that the 450E has, including a heavier crank, different mapping and so forth. To be frank, the 250E was a much sweeter bike than the 450E, especially in our dry desert conditions. Where the 450 was a bit of a brute, the 250 was very accommodating and easy to ride. Plus, it was fast! The 250 has no trouble pulling through deep sand or climbing steep hills. The biggest reason that it worked so well in that terrain is because the powerband is super wide. Where any 450 is only happy in a limited rev range, the 250 works well at any rpm from way down low to over 13,000 rpm. It sounds backward, but in off-road conditions, you actually shift the 250 less frequently than a 450. Ricky Russell has been lining up in the XC1 class alongside all the 450s and finished as high as third. Stay tuned; there’s a lot more to unpack here as the Triumph world empire expands. PETE MURRAY ON TOP OF THE WORLD Pete Murray is riding a motorcycle around in outer space right now. Or the closest place possible: the Himalayan mountains. He has ridden through two of the “highest motorable passes” in the world, Umling La (19,024 feet) and Khardung La (17,924 feet). If you want to go any higher, it’s either on foot, in an airplane or in a spaceship. I was supposed to go with him, but my visa into India was denied at the last minute. I was upset. Pete was way MORE upset. But, in a conversation on WhatsApp, he says he’s made new friends, so I’m not needed any more. He will tell me all about it when he gets back next Wednesday. VINTAGE DIRT BIKE Last week I went deep in the dirt Bike archives to find the phot of Jim Holley jumping the Harley davidson Tour Glide at India Dunes. It appeared in the April, 1983 issue. It turned out there were other gems in that same issue. The photo above appeared on the cover of that issue, but virtually notion inside was serious. Bits and Pieces had a number of cut-and-paste (literally) fake photos. Rick Sieman’s column was more of the same. It was a tribute to Motocross Action and reflected the deep respect that Rick had for Jody Wiesel. JUDY’S BOX By Judy Weasel “Did I win?” I asked Fred Finger after I collapsed into the Judychair under the Judyawning, which was parked right next to the Judymobile. Jimmy Double Mac interrupted. “Of course you won, Judy. Golly, the way you were quadrupling those triple jumps, why, how could you lose?” I smiled and unbuckled my Judyboots. They were getting pretty scruffy, so I figured it was about time to have another contest for my adoring readers. Let’s see now what would be a good theme for the contest? Perhaps the boots would go to the reader who could count the number of times I mentioned my name in the same sentence as Gary Jones. No, that would be too time-consuming, and besides, Gary has had enough publicity lately Well, that would have to wait. More important things were facing me right now. You see, I had decided to ride 12 classes today at SaddleWhank Park. That would mean 24 45-minute motos. And even for a guy in incredible shape like myself, well, that would be tough. Like Crazy Dave said, “Wow, Judy, for someone with a broad’s name, you sure ride pretty manly.” Personally I have never felt that having a girl’s name has slowed me down, especially going up Whanko Hill, one of my favorite sections of SaddleWhank Park. Which brings me to one of my pet peeves: tracks that are laid out differently from SaddleWhank. Once I rode at a track that turned right at the first turn instead of left, and I took out 70 feet of snow fence and didn’t stop until my Pro Circus equipped Honda seized tighter than Jimmy Double Mac when it’s his turn to pay for the shakes and fries after the races. Anyway, my day of racing here at SaddleWhank Park was not to be an easy one. I was here not only to race an incredible number of grueling motos, but to do a feature story for Judycross Action Magazine, as well. Willy Monte Jack Bob Floyd told me that there was a guy racing here who was on a totally stock bike. This I couldn’t believe! After all, who in their right mind would even consider straddling a bike that didn’t have a Pro Circus pipe, a Wheelslip porting job and a Marx Brothers suspension? Not me, for sure. I spent the spare time I had between motos carefully putting all the latest stickers on my V6000 Bland Brad Nostril Vent protector, making sure that it didn’t clash with my all-white boot-bottoms. Gary Jones looked on with envy as I slipped on the latest fad helmet from Bolivia, with a teak visor and dingleballs hanging from the side. Look fast, go fast, I say. I thought about what would be facing me today. How would I deal with the quadrinkle jump over on the back side of the track? Should I hit the first one in a cross-up, or merely do a crowd-pleasing pancake? Heck I could even just jump it straight. Naw, that would be too weird. Willy Monte Jack Bob Floyd’s brother, Philly Joe Frank Nick, came up to me and said, “Say, Judy. There’s a new jump over on the back section near the downhill straight. Nobody, but nobody, is trying to make all six of those jumps at one time. Are you gonna be the first to try it?” I scratched my Judychin thoughtfully and said, “You mean Roger D., the Jammer, Hurricane, the Bomber and the Little Professor haven’t tried it yet?” “Gosh, no, Judy. They’re all waiting for someone else to try it first. But no one has the hair.” I brushed back the locks of my Prince Valiant hairdo and said, ‘Well, if nuthin’ else, this Texas boy has hair!” Gary Jones, Jimmy Double Mac and Goat Breakfast all roared in delight. Good old Judyjokes will get them every time. I made up my mind. Those jumps would be conquered. I headed for the start mentally prepped. The start would mean a lot. If you don’t get a good start at SaddleWhank Park, it’s tough. A word about Saddle Whank Park is in order here. A lot of people wonder why I race here all the time. Well, let me tell you, if you don’t race here, you’ll never make it in the MX world, and that’s a fact. How guys like Carlqvist and Malherbe ever managed to snare a factory ride without being a SaddleWhank regular is, quite frankly, beyond me. Anyway, I lined up in my familiar Judyslot behind the gate and got ready for action. The gate dropped and I was off. Boy, I got a great start and was really riding smoothly, especially up Whanko Hill, in one of my favorite grooves. I rode like the wind and pulled out quite a lead over the rest of the field, winding the bike all the way out in second gear on one of the fast back straights. When those killer jumps came up, I just snicked it up a gear and let her fly. I sailed for what seemed like forever, doing two cross-ups, four pancakes and a half-dozen hip-kicks during the flight. Pretty basic stuff for me, but a crowd dazzler to most. Pulling out the stops, I hugged the good lines and mid-range-burst it on the smooth parts. Wow! My bike had low-end torque throughout the range, and I could almost hear the valves float as my Pro-Circus-tuned CR250 came on the pipe. As lapped Gary Jones, Martha and Alice Olsen and Hot Sauce Cox, I felt that victory was mine. Yet, right at the checkered flag, a yellow bike slipped by with a medium-height, extremely muscular fellow at the controls. At first I couldn’t figure out who it was. Joel Robert? Jeff Smith? Rolf Tiblin? No. It was none of these. Instead, it was my nemesis, Super Hunky, who beat me soundly once more. Rats! I pulled off the track, defeat bitter in my Judymouth, and loaded up the Judybike in the Judytruck. The day at the track was ruined. As I was pulling out of the pits, Super Hunky pulled up next to the Judywindow on the Judytruck, smiled, and said, “Hey, this old square-barrel Maico runs good for a ‘71 model doesn’t it? See you next week! –Ron Lawson The post RIDING TRIUMPH’S NEW OFF-ROAD TF450E & TF250E; THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

By Ron Lawson I don’t have a history of wise decisions. I’m blessed and cursed with entirely too many options when it comes to picking motorcycles for specific rides and races. I’m the guy who rode a Honda XR650R at the Laughlin Hare Scrambles. I’m the guy who rode a Suzuki DR250 at the Kauai Hare & Hound. I’m the guy who rode a Honda XR400R at the ISDE in Finland. All those were great motorcycles in their proper environment. None of those events was the proper environment. This time, I did well. Days before leaving for the 41st Motion Pro Nevada 200 Trailride, a GasGas EC450F showed up at the Dirt Bike shop. Weirdly, it didn’t immediately occur to me that it was a divine gift. I was still considering motocross bikes, 125s, dual-sport bikes and other mistakes. Finally, a shaft of light beamed down on the GasGas. It was perfect. GasGas, as I’m sure everyone knows, is in the Pierer fellowship of motorcycles alongside KTM and Husqvarna. Those guys certainly get maximum mileage out of their hardware. The EC450F is very closely related to the KTM 450XCF-W and the Husqvarna FE450. It has a secondary kinship to the KTM 500EXC, Husqvarna FE501s and GasGas ES500 dual-sport bikes. And, you can also see a resemblance to the KTM 450XC-F cross-country bike, which is just a half step removed from the three 450cc motocross bikes. Mercifully, the GasGas EX450F and Husqvarna FX450 cross-country bikes have been trimmed out for 2025. Enough is enough. So, here’s the legend for the EC450F: it’s a true trail bike. The motocross bikes and cross-country bikes are all racers. The ES500, FE501S and 500EXC, on the other hand, are all street legal with emission and noise restrictions. The EC450 is perfect for 200 miles of Nevada singletrack. GASGAS A GO-GO The easiest way to identify the EC450F as a trail bike is the inclusion of a headlight, taillight, odometer and kickstand; otherwise, it’s a dead ringer for the MC450F motocross bike. Just under the surface, there’s a long list of differences, starting with the six-speed gearbox. The EC also has a lower compression ratio, a smaller throttle body and completely different mapping, making for a much milder power delivery. It is not, however, nearly as detuned as the dual-sport version. The fuel tank holds 2.37 gallons (versus 1.9 for the MX bike), and the suspension is much softer. The EC450F comes with the WP Xact coil-spring fork. Despite the similarity in the name, it’s a very different component than the Xact air fork that comes on the competition models. Also, the EC didn’t get the new frame that was bestowed upon the 2025 competition models. The difference is hard to spot, but outwardly you can see that the EC450F has more gusseting around the top shock mount compared to the MX bike. It sounds kind of backwards, but the trail bikes and the dual-sport bikes in the GasGas line actually have a more rigid frame than the motocross bikes. GasGas has a number of components that provide separation from the other bikes in the Pierer family. The brakes are Braktec, while the handlebar and rims are unbranded in order to offer the bike at a lower price point than KTM or Husky. It doesn’t get a map switch or hand guards, either, but it does have a radiator fan. The price is still a little hefty at $11,549. That’s $600 less than a KTM 450XC-W but $1550 more than a Honda CRF450X. The GasGas EC450F is the red version of the KTM 450XC-W. The main differences are the rear suspension (PDS on the KTM, linkage on the GasGas) and the price. The EC450F sells for $11,549, which is $600 less than the KTM. CALAMITY AT CALIENTE I had ridden the Nevada 200 Trail Ride before, so I knew what to expect. The event might have the word “trail ride” right in the title, but it eventually degenerates into a trail race. Here’s the routine: At the start of each day and after each stop, the riders queue up behind Scot Harden and Rodney Smith, who’s one of Scot’s main lieutenants for the ride. We’re all instructed to wait four minutes or so before leaving in groups of two, allowing dust to clear between each row. Skyler Howes, Lendon Smith, Pete Murray, Gary Jones and I were in front, and the riders generally followed instructions—until they didn’t. Eventually, the grumpy old men behind me all had racing flashbacks, and it was game on. In the course of three days of riding, the perfect bike should be equally adept in the role of a racer as well as an off-road touring bike. That’s why the EC450F was ideal. It’s not slow. The motor has around 15 percent less peak power than a 450 motocross bike, and while that sounds like a big step down, you have to consider that a modern MX bike is preposterously overpowered for anything off the racetrack. So picture this: I drop into a sand wash with any one of 160 grumpy old men on my tail. He’s on a YZ450F and still angry over something I did in 1987. We both hit the sand, open our throttles and the EC accelerates with just enough power to stay on top of the sand. The YZ hooks, knifes and fishtails. He straightens out, gets his 15 percent more horsepower under control and starts catching up fast. But, by then, we climb out of the sand wash and get into the rocks. The Nevada 200 has a lot of rocks. The EC might not have a map switch or access to traction control, but the power delivery is so smooth you don’t need it. The proper method of dealing with rocks is to hold the throttle in one position and don’t move it. It will find traction, while the YZ is crushing bushes and bouncing off trees like a 60-horsepower pinball. A different scenario would play out if the grumpy old man was on a 300 two-stroke. Those guys had an advantage in the rocks because they could drop down to zero rpm and still accelerate at will, whereas I was stuck at the aforementioned one throttle position. The EC450F still went straighter in the sand with less knifing and more traction. The EC is still a four-stroke, though, so stalling is a danger that you can’t ignore. If you drop the revs too low, it could happen; it didn’t, but it could. The mapping is about as perfect as could be. This particular bike isn’t subject to state or federal emission standards. Technically, it’s imported as a closed-course competition vehicle, and that means that GasGas was free to get the fuel mixture perfect. It comes with a reasonably quiet muffler, too. As usual, if you change the muffler, run race gas or mess with anything in the motor, all that perfection is null and void. Anything can result. With a six-speed gearbox, the EC450 is similar to the GasGas ES500 dual-sport bike, but has a good 10-horsepower advantage in peak power. It might seem odd, but the EC450F trail bike has a more rigid frame than the MC450F motocross model. You can access the filter without tools, just like the other GasGas and KTM models. The radiator fan comes on automatically when the GasGas gets hot, and it does get hot. THE FORK TO END ALL FORKS We’ve gone on record saying that the Xact coil spring fork is the best product that WP has ever put on a production bike. The EC confirms that. It’s set up for hard riding on moderate off-road terrain and has a range of operation where it’s simply incredible. That range can be expressed in terms of speed. From 10 to around 35 mph, the EC’s suspension is in its happy place. It absorbs everything you throw at it, doesn’t dive and usually transmits less impact than you expect. In rough terrain, it loses a little stability when you start going faster, but it’s still predictable and comfortable. At the super-low speeds that usually accompany rocks, it’s not as cushy as some trail bikes and dual-sports. Those bikes often come absurdly soft, and while that might be welcome for crawling through technical sections, it’s very limiting overall. The EC450F has the ideal balance, both front and rear. It handles the virtually impossible task that all off-road bikes face as well as any bike on the market. Other things that I came to love about the GasGas: It always used less fuel than I expected. It charged through three days of dust without completely clogging the air filter. The Dunlop AT81 tires held up well, didn’t go flat and provided decent traction. I’m not crazy about the lack of handguards, but I’m okay without the map switch. The EC450 is a great trail bike, and for me, it came at the right time to ruin my perfect record of imperfect bike choices. The post 200-MILE TRAIL TEST: GASGAS EC450F appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TRIUMPH TF 450-E VIDEO The post 2026 TRIUMPH TF 450-E TEST VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Pasha Afshar, or just “Pasha” as everyone knows him, has a mind-blowing amount of money invested into his fleet of more than 10 KTM 150cc race bikes. All of them are equipped with Lectron Pro-Series carburetors and feature an insane amount of other modifications. This 2019–2023 KTM 150SX was raced by Josh Mosiman from our sister publication Motocross Action Magazine at the 2025 Wiseco Two-Stroke World Championship in the 125–150cc Open Pro class. Mosiman captured the overall win and the lion’s share of the $5000 purse money. Click to see the complete live coverage of the 2025 Wiseco Two-Stroke World Championship. 1. Pasha uses the iconic FMF Factory Fatty pipe to enhance the power of the complete Heinrich Racing engine custom specifications. 2. Made in the USA and backed by a four-year unconditional guarantee, ASV levers are designed to be unbreakable, but now you can color-match them to your ride with six different color options. 3. TM Designworks’ Factory Edition #1 rear chain guides are slimmer and lighter than the original Factory Edition for motocross use, but still provide huge amounts of durability. 4. The Fastway Air EXT footpegs with integrated Ankle Saver technology provide support to prevent ankle injuries while featuring patented height, traction and camber adjustability. 5. Dubya USA laced up a set of black Excel Takasago rims to a set of blue Kite hubs matching the rest of the build theme perfectly. 6. The P3 Carbon tank cover adds some additional bling factor to the build at a fraction of what a real carbon tank would cost. 7. The complete AERO Hybrid Ohlins front fork system is tuned by the crew at Coppersmith Racing. Ryan and the crew at Throttle Syndicate worked directly with Pasha to come up with a very unique custom graphics kit featuring both blue and orange chrome accents throughout. Flexx handlebars from Fasst Company feature a patented Flexx system that utilizes proprietary, interchangeable, impact-absorbing bushings that drastically reduce impact energy transfer to the rider, resulting in less fatigue. Available in a variety of backsweep, width and height options to fit just about any rider’s wants. Rinaldi is a Brazilian tire manufacturer that hired Pirelli’s chief engineer a few years back to increase performance of their motocross tire range. The Rinaldi RS47 line is designed for use in soft-to-intermediate motocross terrain. The split-design triple-clamp system from Ride Engineering for KTM, Husqvarna and GasGas 125–450cc motorcycles was designed to improve overall handling, providing a more comfortable feel through increased stability. Available with a one-piece, anti-twist handlebar mounting system with rubber elastomers and in a variety of color combinations. The new Lectron Pro-Series 38 Billetron features a CNC-machined body, and Lectron engineers say it takes the positives of both traditional jetted carburetors and metering-rod carburetors to combine and improve upon them. The Pro 38 introduces the new Torque Jet feature while continuing to utilize the metering rod and power-jet circuits. Now available in a variety of anodized and Cerakoted colors. The post PROJECT BIKE SPOTLIGHT: LECTRON ROCKET appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи